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GENERAL MANUAL

CR - FORD - DW10CTED4

GENERAL MANUAL
CR - FORD - DW10CTED4

2011
DDNX354B(EN)

DDNX354B(EN)
Kommen Sie nicht mit dem Hochdruckstrahl in Verbindung! Besonders nicht, wenn
Druckrohrleitung oder Dichtung geprüft werden! Hochdruckflüssigkeiten können tödliche
Verletzungen verursachen! Im Falle einer Berührung mit der Haut, kontaktieren Sie sofort
einen Arzt. Bitte beachten Sie die Gesundheits-/und Sicherheitsunterlagen.

Mantenga las manos y el cuerpo lejos del rociado del líquido, especialmente inyectores,
tuberías y juntas de alta presión con fugas. La inyección de alta presión puede perforar la
piel humana y producir una lesión fatal. En caso de que la inyección atraviese la piel,
consiga atención médica inmediatamente. Vea la hoja de Datos de Sanidad y Seguridad.

Do not put your skin into the fuel jets under pressure, especially those due to pressure
pipe or seal leaks. High pressure liquids can cause deadly injuries. In case of an injection
under the skin, contact a doctor immediately. Please refer to the health and security fuel
documents.
Ne pas approcher les mains ni le corps des jets de liquides, particulièrement ceux
provenant des fuites de tuyaux et des joints soumis à la haute pression. Le liquide sous
haute pression injecté sous la peau peut causer des blessures mortelles. En cas
d’injection sous la peau, consulter immédiatement un médecin. Se reporter a la fiche de
santé et de sécurité du gazole.
Non esporre le mani o altre parti del corpo a getti di gasolio ad alta pressione,
specialmente a quelli provenienti da tubi o paraolii. I getti di liquidi ad alta pressione
possono causare ferite anche mortali. In caso di iniezione sotto pelle contattare
immediatamente un medico. Fare riferimento alle schede di sicurezza del gasolio.
Zorg dat uw handen of andere lichaamsdelen niet in contact komen met vloeistofstralen
onder hoge druk, met name bij een lek aan een leiding of dichting. Als de vloeistof onder
hoge druk onder de huid terechtkomt, kan dit zelfs tot dodelijke verwondingen leiden. Als
de vloeistof onder de huid terechtkomt, onmiddellijk een arts raadplegen. Lees de gezon-
dheids-en veiligheidsfiche met betrekking tot de brandstof.z
Não exponha a pele a jactos de combustível sob pressão, especialmente os devidos a
fugas de tubos de pressão ou vedantes. Líquidos a alta pressão podem causar ferimentos
mortais. No caso de injecção subcutânea, consulte imediatamente um médico. Consulte
or favor a documentação respeitante a saúde e segurança de combustíveis.

Schutzbrille/Gesichtsschutz tragen. Proteggersi gli occhi/la faccia.

Úsese protección para los ojos/la cara. Veiligheidsbril/-masker gebruiken.

Wear eye/face protection. Use protecção da face/olhos.

Porter un appareil de protection


des yeux / du visage.

Von Zündquellen fernhalten Conservare lontano da fiamme


- Nicht rauchen. e scintille - Non fumare.

Conservar alejado de toda llama Ver van open vuur en ontstekingsbronnen


o fuentede chispas - No fumar. houden - Niet reken.

Keep away from sources of ignition Mantenha afastado de fontes


- No smoking. de ignição - Proibido fumar.

Conserver à l'écart de toute flamme ou


source d'étincelles - Ne pas fumer.

Geeignete Schutzhandschuhe tragen. Usare guanti adatti.

Aangepaste veiligheidshandschoenen
Usen guantes adecuados.
dragen

Wear suitable gloves. Use luvas apropriadas.

Porter des gants appropriés.


TABLE OF CONTENTS

SPECIAL FEATURES OF THE SYSTEM I

REMOVAL / REFITTING II

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APPENDICES III
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Produced and published by:


Delphi France SAS
Diesel Aftermarket
12 - 14 Boulevard de l’industrie Tel: (+33) (0) 2 54 55 39 39
41042 Blois Cedex Fax: (+33) (0) 2 54 55 39 12
France http://www.delphi.com/am
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 i


I SPECIAL FEATURES OF THE SYSTEM

TABLE OF CONTENTS

1. FORD DW10CTED4 ENGINE SPECIFICATIONS


1.1 DESCRIPTION................................................................................................................................................................1-1
1.2 TECHNICAL SPECIFICATIONS......................................................................................................................................1-4
2. PARTS SUPPLIED BY DELPHI
2.1 HIGH PRESSURE PUMP................................................................................................................................................2-5
2.1.1 Transfer pump..............................................................................................................................................2-7
2.1.2 High pressure pump....................................................................................................................................2-7
2.1.3 Inlet metering valve (IMV)...........................................................................................................................2-8
2.1.4 Fuel temperature sensor..............................................................................................................................2-9
2.1.5 Venturi...........................................................................................................................................................2-9
2.1.6 Oldham coupling........................................................................................................................................2-11
2.1.7 HP outlet......................................................................................................................................................2-11
2.1.8 Pressure limiter..........................................................................................................................................2-12
2.1.9 LP unions............................................................................................. .....................................................2-12
2.2 INJECTORS................................................................................................. ..... ...................................................2-13

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2.2.1 Specifications.......................................................................... ...... ..... ..................................................2-13

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2.2.2 Cylinder head location..................................................... ...... .... ...........................................................2-14
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2.2.3 Sealing on the cylinder head............................... ............. ...................................................................2-14
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2.2.4 Electrical checks..................................................... ........ ........................................................................2-14
2.2.5 LP backleak circuit...................................................................... ..............................................................2-15
2.2.6 C3I................................................................. .. ... .......................... ........................................................2-18
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2.2.7 Injector resetting strategy.................... ...... ..................... ... ..................................................................2-19


2.2.8 "Cylinder balancing" strategy....... .. ... .............. ..... ........................................................................2-19
2.3 DCU............................................................ .... .................. ... ...... .....................................................................2-20
2.3.1 Specifications......................... .. ... .............. ........ .... ...........................................................................2-20
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2.3.2 The Inputs / Outputs. .... .... ................... .... ..... ...............................................................................2-23
3. OTHER COMPONENTS
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3.1 TUBULAR RAIL................ .. ..... .................. ...... ...............................................................................................3-27


3.2 HIGH PRESSURE PIPES..... .......................................................................................................................................3-29
3.3 FUEL FILTER................................................................................................................................................................3-31
4. SPECIAL FEATURES OF THE COMMON RAIL SYSTEM
4.1 FUEL CIRCUIT..............................................................................................................................................................4-35
4.1.1 Schematic...................................................................................................................................................4-35
4.1.2 Dry tank strategy........................................................................................................................................4-35
4.1.3 Supply circuit..............................................................................................................................................4-36
4.1.4 Return circuit..............................................................................................................................................4-36
4.2 DIESEL PARTICULATE FILTER (DPF).........................................................................................................................4-37
4.2.1 Principle:.....................................................................................................................................................4-37
4.2.2 DPF regeneration by "differential pressure":...........................................................................................4-38
4.2.3 Mileage regeneration:................................................................................................................................4-39
4.2.4 Forced regeneration:..................................................................................................................................4-39
4.2.5 Natural regeneration:.................................................................................................................................4-39
4.2.6 Specific features in After-market:.............................................................................................................4-39
4.3 AIR CIRCUIT.................................................................................................................................................................4-40
4.3.1 Schematic...................................................................................................................................................4-40
4.3.2 Vacuum circuit............................................................................................................................................4-40
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TABLE OF CONTENTS
4.3.3 Variable geometry turbo (VGT).................................................................................................................4-41
4.3.4 Heat exchanger : Air / Turbo circuit..........................................................................................................4-43
4.3.5 Heat exchanger : Coolant / EGR circuit.....................................................................................................4-43
4.4 ELECTRICAL SUPPLY..................................................................................................................................................4-44
4.5 PASSENGER COMPARTMENT UNIT.........................................................................................................................4-47
4.6 CAN (CONTROLLER AREA NETWORK).....................................................................................................................4-49
4.6.1 Description..................................................................................................................................................4-49
4.7 ENGINE IMMOBILISER...............................................................................................................................................4-51
4.8 DIAGNOSTICS.............................................................................................................................................................4-52
4.8.1 Diagnostic communication........................................................................................................................4-52
4.8.2 Diagnostic socket.......................................................................................................................................4-52
4.9 Actuators......................................................................................................................................................................4-54
4.9.1 Inlet metering valve (IMV).........................................................................................................................4-54
4.9.2 On/Off solenoid valves for the EGR by-pass............................................................................................4-54
4.9.3 PWM solenoid valves for the VGT............................................. ..............................................................4-55

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4.9.4 EGR valve.......................................................................... ...... ............................................................4-56
4.9.5 Inlet air flap valve unit..................................................... .... ..................................................................4-57

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4.9.6 DPF injector supply electric pump ........................ ...... .... ...................................................................4-57
4.9.7
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DPF Injector................................................... .......... ..................................................................................4-58
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4.9.8 Oil vapour recycling heater........................... ..... ..................................................................................4-58
4.9.9 Fuel heater............................................. ........................ .....................................................................4-58
4.9.10 A/C compressor clutch........................ . .... .............. ............ ................................................................4-59
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4.10 Pressure sensors........................................... ....... ..................... ... .........................................................................4-59


4.10.1 Rail pressure sensor............. .... .................... ...... ...............................................................................4-59
4.10.2 Minimum oil pressure sensor ................. ... ... .... .............................................................................4-60
4.10.3 Atmospheric pressure senso ................ ........ .... ...................................................................................4-60
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4.10.4 Refrigerant fluid pressure sensor.. ... .... ..... ........................................................................................4-61


4.10.5 Inlet air pressure / temperature sensor... ...............................................................................................4-61
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4.10.6 DPF differential pressure sensor..... ........................................................................................................4-62


4.11 Temperature sensors: ................................. ........................................................................................................4-63
4.11.1 Air temperature sensor (integral in air flowmeter).................................................................................4-63
4.11.2 Coolant temperature sensor......................................................................................................................4-63
4.11.3 Fuel temperature sensor............................................................................................................................4-64
4.11.4 Pre- and post- precatalyser temperature sensors...................................................................................4-65
4.12 Position sensors:.........................................................................................................................................................4-67
4.12.1 Crankshaft position sensor (CRANK)........................................................................................................4-67
4.12.2 Camshaft position sensor (CAM)..............................................................................................................4-67
4.12.3 VGT position sensor...................................................................................................................................4-68
4.12.4 EGR valve position sensor.........................................................................................................................4-68
4.12.5 Inlet flap valve position sensor.................................................................................................................4-69
4.12.6 EGR exchanger by-pass position sensor..................................................................................................4-69
4.12.7 Accelerator pedal position sensor............................................................................................................4-70
4.13 Other sensors..............................................................................................................................................................4-71
4.13.1 Air flowmeter..............................................................................................................................................4-71
4.13.2 Oil level sensor...........................................................................................................................................4-72
4.13.3 O2 sensor....................................................................................................................................................4-72
4.13.4 Accelerometer sensor................................................................................................................................4-72
4.13.5 Water detector in the diesel filter..............................................................................................................4-73
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I SPECIAL FEATURES OF THE SYSTEM

TABLE OF CONTENTS
4.13.6 Brake pedal switch(es)...............................................................................................................................4-74
4.13.7 Clutch pedal switch (es).............................................................................................................................4-74
4.14 Information..................................................................................................................................................................4-75
4.14.1 "Key present" information.........................................................................................................................4-75
4.14.2 "Vehicle speed" information......................................................................................................................4-76
4.14.3 "Battery voltage" information....................................................................................................................4-76
4.14.4 "Sensor voltage" information....................................................................................................................4-76
4.14.5 "Gear engaged" information.....................................................................................................................4-76
4.15 LEDs..............................................................................................................................................................................4-77
4.16 Default modes.............................................................................................................................................................4-77
4.17 Recovery modes..........................................................................................................................................................4-77
4.17.1 Diagnostic LED...........................................................................................................................................4-77
4.17.2 Fast idle.......................................................................................................................................................4-78
4.17.3 "Reduced fuelling" mode...........................................................................................................................4-78
4.17.4 "Optional reduced fuelling" mode..................................................... .....................................................4-78

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4.17.5 "Fixed fast idle" (Limp home) mode....................................... ...... ...................................................4-78
4.17.6 Engine stop............................................................................... ..... ..........................................................4-78

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4.17.7 Timed engine stop........................................................... ....... .... ..........................................................4-78
4.18
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Engine torque........................................................................ .......... .........................................................................4-78
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4.18.1 "Indicated" torque .................................................. ..... ..........................................................................4-79
4.18.2 "Resistant" torque.......................................... ......................... .............................................................4-79
4.18.3 "Driver request" torque............................... . ... ............. ............. ........................................................4-79
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4.18.4 Driver torque request filtering............. ....... ..................... ... .................................................................4-79


4.19 Engine status.................................................. .... .................... ...... ......................................................................4-80
4.20 Idle speed management.......................... ... ................ .... .. ..... .....................................................................4-80
4.21 Rail pressure management................ .... .... ................ ....... ... ..........................................................................4-81
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4.21.1 Principle..................... ... .. ................. ... ..... ..... ................................................................................4-81


4.21.2 Pressure increase..... ..... ........................... ..... .......................................................................................4-82
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4.21.3 Pressure discharge.... ................ ....... ................................................................................................4-82


4.22 Injection phasing............... ................................ ................................................................................................4-82
4.23 Injected fuel flow.................. ......................................................................................................................................4-83
4.24 EGR management.......................................................................................................................................................4-84
4.24.1 Principle......................................................................................................................................................4-84
4.24.2 Catalytic converters....................................................................................................................................4-85
4.25 Engine cooling ............................................................................................................................................................4-86
4.26 Additional heating.......................................................................................................................................................4-87
4.27 A/C management ........................................................................................................................................................4-88
4.27.1 Description..................................................................................................................................................4-88
4.27.2 Components...............................................................................................................................................4-88
4.28 Pre/post heating (PPH)................................................................................................................................................4-89
4.28.1 Principle......................................................................................................................................................4-89
4.28.2 PPH unit.......................................................................................................................................................4-90
4.28.3 Diagnostics (PPH).......................................................................................................................................4-91
4.28.4 LED (PPH)....................................................................................................................................................4-91
4.28.5 Plugs (PPH).................................................................................................................................................4-92
4.29 Optional equipment....................................................................................................................................................4-93
4.29.1 Vehicle cruise control and speed limiter (VCC or LVS)...........................................................................4-93
4.29.2 "Durashift" automatic transmission..........................................................................................................4-94
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SPECIAL FEATURES OF THE SYSTEM I

TABLE OF CONTENTS

5. COMPONENT PLACEMENT
5.1 COMPONENT PLACEMENT........................................................................................................................................5-97
5.1.1 Engine compartment.................................................................................................................................5-97
5.1.2 Ford Mondeo passenger compartment....................................................................................................5-98
5.1.3 Ford Galaxy / S-Max passenger compartment........................................................................................5-99
5.1.4 Ford Kuga passenger compartment.......................................................................................................5-100
5.1.5 Ford C-Max passenger compartment.....................................................................................................5-101
5.1.6 Ford Focus passenger compartment......................................................................................................5-102

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II REMOVAL / REFITTING

TABLE OF CONTENTS

6. SUMMARIES
6.1 CLEANLINESS CONDITIONS....................................................................................................................................6-103
6.2 PLUGGING.................................................................................................................................................................6-104
6.3 RAIL/INJECTOR HIGH PRESSURE PIPE...................................................................................................................6-105
6.4 RAIL............................................................................................................................................................................6-106
6.5 INJECTOR..................................................................................................................................................................6-107
6.6 PUMP/RAIL HIGH PRESSURE PIPE..........................................................................................................................6-109
6.7 VENTURI....................................................................................................................................................................6-110
6.8 IMV.............................................................................................................................................................................6-111
6.9 FUEL TEMPERATURE SENSOR...............................................................................................................................6-113
6.10 HIGH PRESSURE PUMP...........................................................................................................................................6-115
6.11 FUEL FILTER..............................................................................................................................................................6-117
6.12 DCU............................................................................................................................................................................6-118
6.13 TIGHTENING RECOMMENDATIONS................................................................ .....................................................6-119
6.14 SCHEDULE...................................................................................................... ... ..................................................6-120

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7. PRELIMINARY OPERATIONS

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8. REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE
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8.1 REMOVING A RAIL/INJECTOR HIGH PRESSURE PIPE....... .......... ......................................................................8-123
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8.2 PREPARING A RAIL/INJECTOR HIGH PRESSURE PIPE......... ........................................................................8-124
8.3 REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE .. ....................... .........................................................8-124
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9. REMOVING/REFITTING RAIL
9.1 REMOVING THE RAIL...................................... ... ............. ... ........ ............................................................9-125
9.2 PREPARING THE RAIL.................................... ................... ... ...... ...................................................................9-126
9.3 REFITTING THE RAIL.............................. ... . ............... .. ..... ..............................................................................9-126
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10. REMOVING/REFITTING AN INJECTOR


10.1 REMOVING AN INJECTOR....... ..... ................... ....... ..... ...................................................................................10-129
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10.2 PREPARING AN INJECTOR ...... ................ ....... ...........................................................................................10-131


10.3 REFITTING AN INJECTOR. .................................. ............................................................................................10-133
11. REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS
11.1 REMOVAL................................................................................................................................................................11-135
11.2 REMOVING/REFITTING THE PUMP/RAIL HIGH PRESSURE PIPE........................................................................11-136
11.2.1 REMOVING THE PUMP/RAIL HIGH PRESSURE PIPE..........................................................................11-136
11.2.2 PREPARING THE PUMP/RAIL HIGH PRESSURE PIPE.........................................................................11-136
11.2.3 REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE.........................................................................11-137
11.3 REMOVING/REFITTING THE VENTURI..................................................................................................................11-137
11.4 REMOVING/REFITTING THE IMV...........................................................................................................................11-138
11.4.1 REMOVING THE IMV..............................................................................................................................11-138
11.4.2 PREPARING THE IMV.............................................................................................................................11-141
11.4.3 REFITTING THE IMV...............................................................................................................................11-141
11.5 REMOVING/REFITTING THE FUEL TEMPERATURE SENSOR.............................................................................11-142
11.5.1 REMOVING THE FUEL TEMPERATURE SENSOR................................................................................11-142
11.5.2 PREPARING THE FUEL TEMPERATURE SENSOR...............................................................................11-143
11.5.3 REFITTING THE FUEL TEMPERATURE SENSOR.................................................................................11-143
11.6 REMOVING/REFITTING THE HIGH PRESSURE PUMP.........................................................................................11-145
11.6.1 REMOVING THE HIGH PRESSURE PUMP............................................................................................11-145
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REMOVAL / REFITTING II

TABLE OF CONTENTS
11.6.2 PREPARING THE HIGH PRESSURE PUMP...........................................................................................11-148
11.6.3 REFITTING THE HIGH PRESSURE PUMP.............................................................................................11-149
12. REMOVING/REFITTING THE FUEL FILTER
12.1 REMOVING THE FUEL FILTER................................................................................................................................12-151
12.2 PREPARING THE FUEL FILTER...............................................................................................................................12-155
12.3 REFITTING THE FUEL FILTER.................................................................................................................................12-155
13. REMOVING/REFITTING THE DCU
13.1 REMOVING THE DCU..............................................................................................................................................13-157
13.2 PREPARING THE DCU.............................................................................................................................................13-159
13.3 REFITTING THE DCU...............................................................................................................................................13-159

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III APPENDICES

TABLE OF CONTENTS

14. TECHNICAL INFORMATION


14.1 TIGHTENING TORQUES.........................................................................................................................................14-161
14.2 REFERENCE VALUES..............................................................................................................................................14-162
14.3 TOOLING REQUIRED..............................................................................................................................................14-173
14.3.1 Changes in diagnostic cables................................................................................................................14-173
14.3.2 Changes to "SICMA" connectors...........................................................................................................14-173
14.3.3 Special tooling summary.......................................................................................................................14-173
14.3.4 General tooling summary......................................................................................................................14-174
14.3.5 Consumables summary.........................................................................................................................14-175
14.3.6 Repair harness range.............................................................................................................................14-176
14.3.7 Wiring diagrams.....................................................................................................................................14-177
14.4 ABBREVIATIONS AND DESCRIPTIONS.................................................................................................................14-180

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viii DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

FORD DW10CTED4 ENGINE SPECIFICATIONS

1.1 DESCRIPTION

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DW Engine range.
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10 2 litre capacity
C Engine change/powe index.
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TED Variable geometry turbo with heat exchanger.


4 Cylinder head with 4 valves per cylinder

The design of the new diesel engines must meet the emission control regulations. These regulations impose optimum
control of the injection system to improve emission control, driveability, economy and reliability.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 1-1


I SPECIAL FEATURES OF THE SYSTEM

FORD DW10CTED4 ENGINE SPECIFICATIONS


The engine arrangement is of the multi-valve direct injection type, meaning that the fuel is injected directly into the piston
crown between the two camshafts.
The engine output is therefore improved by:
• A better quality of air and fuel mixture in the cylinder.
• Optimisation of thermal losses.
• Combustion directly in the cylinder.
• Reduction of friction.
• Reduction of weight.
• Optimisation of the inlet and exhaust manifolds.
The injection pressure varies between 300 and 2000 bar depending on engine speed, engine loading and other
parameters.
This assembly is managed by a 32-bit processor DELCO DCU located in the engine compartment.

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SPECIAL FEATURES OF THE SYSTEM I

FORD DW10CTED4 ENGINE SPECIFICATIONS


Range of vehicles fitted:

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I SPECIAL FEATURES OF THE SYSTEM

FORD DW10CTED4 ENGINE SPECIFICATIONS

1.2 TECHNICAL SPECIFICATIONS

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Commercial name 2l TDCi 16V


Project name DW10CTED4
Identification - engine plate RHO2)
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RHO2 (RHH 120Kw ) (RHE 110Kw) (RHD 100Kw)


Possible emission controls Euro V
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Transmission "MMT6" 6-speed manual gearbox.


"MPS6" Automatic transmission.
"XPS6" Semi-automatic transmission.
Design - Cylinder head 4 cylinders in line - 4 valves per cylinder
Cubic capacity 1997 cm3
Bore x stroke - Connecting rod length 85 mm x 88 mm - 145mm
Timing By toothed belt
Inlet air cooling Air/Air exchanger
Turbocharging Variable Geometry Turbo HTT
Idle speed (cold / hot - coolant T°) 800 rpm@20°C - 750 rpm >80°C
Maximum no load engine speed 5100 rpm
Power output 100/110/118 kW - 136/150/160 hp DIN at 4000 rpm
Maximum torque 340 Nm (360 Nm in overboost) at 2000 rpm
© Delphi

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SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI

2.1 HIGH PRESSURE PUMP


Pressure is generated by a high pressure pump ID mark Description
DFP3.4.
The pump is driven off the end of the camshaft in a 1 Housing
clockwise direction. 2 Hydraulic head
3 Coupling (Oldham)
Drive ratio 0.5 with reference to the crankshaft (max
4 Fuel temperature sensor
speed : 2250 rpm & 2750 rpm peak).
5 Venturi
The ambient temperature operating range is between 6 HP outlet
-30°C and + 120°C. 7 Transfer pump
The pump may be stored within a temperature range of 8 Inlet metering valve (IMV)
-30°C to + 150°C. 9 Fuel input
Fuel temperature must be between -30°C and +80°C with 10 Fuel outlet
peaks at 90°C and a pressure range of 0 to 1800 bar.
Pressure may peak at 2000 bar depending on the over 10
boost strategy.
It consists of a mechanical transfer pump, a pressure

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9 6
stage driven by an inlet metering valve, a fuel

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temperature sensor and a venturi.
4
It is designed for:
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• pressures from 0 to 2000 bar.
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• a maximum incoming flow of 130 l/h.
• injected flows of 0 to 30 l/h.
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7
• Pump speeds of 50 to 2250 rpm (engine drive ratio
8
0.5)

Special features 2
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• Driven by an Oldham coupling (coup ing at the end


of the camshaft - symmetrical).
• IMV located laterally. 1
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• Phasing through the design of the pump to


synchronise variations in torque with variations in
timing.

CAUTION
When the engine is stopped, fuel is still pressurised in the rail. It is vital to wait for a minimum of 10 minutes before
working on the system.
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I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


Test parameters:

Note:
The system takes in air to a maximum of 5 l/h.
Above this, instabilities can occur in the pressure regulation system after 2 or 3 minutes of idling.
When working on the vehicle, drive under load for several minutes to facilitate degassing after repairing air leaks.

Pump speed Rail pressure HP Flow


(rpm) (bar) (l/h)
50 200 16,8
400 250 42
1000 1400 63
2000 1950 84

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Note:

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The table above shows the values without IMV regulation (fully open) and fuel at 40°C. This information is given for
illustrative purposes only as it cannot be measured on the vehicle
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For all operations, all openings must be plugged using clean plugs from the dispenser YDT480.
The pump is fixed to the cylinder head by three M8 bolts.
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© Delphi

2-6 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


2.1.1 Transfer pump

• Pump fixed on the main housing by 4 bolts.


• The pressure is regulated to a maximum of 7
bar.
• It has four vanes.
• The filled volume from the filter : 100 cm3.
• Fuel flow : 5.6 cm3/rev.
• Suction vacuum:
- 200mbar at full load.
- less than 100mbar at idle and ambient
temperature.
- 400mbar max under extreme
conditions (cold fuel, altitude, filter at
end of service life ...).

y
• Operation on the return circuit: back pressure 250 mbar maximum with 90 l/h and fuel at 40°C.

1 p
• Maximum fuel return : 80l/h under full load conditions.
01 o
The return flow check can be carried out with tool YDT377
/2 C
This component does not require any network intervention.
08 nce

2.1.2 High pressure pump


• 2 opposed pistons.
• 2 pumping chambers of 0.35 cm3/revolution giving 0 7cm3 total for the pump.
• Pressure modulation by IMV.
va

• High pressure regulated by IMV and discharged by the injectors (return circuit to the venturi).
• Integrated pressure imiter (see specific section).
Ad

Engine speed : Pump speed: Maximum authorised


(rpm) (rpm) pressure:
(bar)
150 75 500
700 350 800
2000 1000 1600
3000 1500 2000

The pressure can be checked using the H3PI kit YDT278, YDT410 and the HP-T kit YDT465.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-7


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


Use the HP-T kit with the corresponding routine
activated on the diagnostic tool for high pressure
diagnostic tests.
The "T" can be fitted between the rail and an injector
for easier access (see specific technical bulletin) .
The volume collected by the YDT466 "T" should
be :
• about 300ml for a new system.
• >225ml for a correctly running system.
• <225ml for a faulty system.

2.1.3 Inlet metering valve (IMV)

y
The IMV (brown connector) is installed between the low pressure circuit and the pressure generation stage.

1 p
Specifications :

01 o
Supply voltage : +Bat (DCU regulation
/2 C
between 8V and 16V).
• Control signal : PWM (frequency between 0.25
and 2kHz)
08 nce

• Typical currents:
- Around 200mA during full opening
phases such as at engine start.
- Rarely above 1A other than transitory
va

phases.
- Stabilised, between 0 55 and 1A.
Ad

• Force to disconnect the connector (max mum


50 N along the connector axis)
• Resistance (connector disconnected ) :
• Between 5 and 5.4 Ω at 20°C without
current.

The IMV is used to control rail pressure by regulating the amount of fuel sent to the HP pump components.
The coil can be checked with kit YDT246 - Cable E (See note in the Tooling section).
The pressure can be checked using the H3PI kit YDT278, YDT410 and the HP-T kit YDT465.
© Delphi

2-8 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


2.1.4 Fuel temperature sensor
The diesel temperature sensor (green connector) is located in the pump housing in the low pressure circuit of the
HP pump.
• Supply voltage : Vext - +5V max.
• Temperature signal - Variable resistance
according to temperature (-30°C to +85°C).
• Force to disconnect the connector (maximum
50 N along the connector axis)
The sensor helps correct the injection parameters
based on the fuel temperature conditions.
The resistance can be checked with kit YDT246 -
Cable E (See note in the Tooling section).

1 p y
2.1.5 Venturi
01 o
/2 C
It is located on the pump return.
The venturi creates a vacuum in the injector return
08 nce

circuit.
It is connected by a locking plastic connector fitted
in the pump housing.
The fuel backleak is via a LP circui with special
va

plastic connectors.
When removing or refitting the connectors, always
keep them axially aligned or the connectors w ll be
Ad

damaged.
Each connector has a green locking arm to lock it
onto the injector or the pump.
• Locking arm up position = unlocked.
• Locking arm down position = locked.
• When refitting, grease the connection with
ORAPI "CT 615" grease or equivalent.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-9


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


Use the YDT478 connectors for low pressure
diagnostics.
This vacuum is used to reduce the variation in the
flow to the injectors (shot/shot).
This vacuum assists with the fuel return flow when
discharging the rail pressure via the injectors with
the engine running.
The instantaneous value depends on the flow from
the pump return and injectors.
The minimum vacuum for DFI1.5 is 50 mbar (around
700mbar max).

This vacuum pressure varies according to :

y
• The speed (pump outlet flow).
• The load (injector backleak flow).

1 p
• The fuel temperature (backleak load loss).
01 o
Fuel returns directly to the fuel tank.
/2 C
This component does not require any network intervention.

CAUTION
08 nce

When running the dynamic hydraulic diagnostic test with the kit YDT465, the opening on the pump must not be
plugged.
(the plug might melt with the pump core temperature).
Use the connectors in the kit YDT478 which contains a plug that will withstand the high temperature.
va

For all operations, all openings must be plugged us ng lean plugs from the dispenser YDT480.
Ad

© Delphi

2-10 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


2.1.6 Oldham coupling

It connects the HP pump and the engine camshaft.


It transmits torque and compensates for alignment
between the two shafts.
(maximum stress: 22 Nm continuous average for
2000 bar at 2000 rpm with 1.2 l/m injected - 40 Nm
peak full load)
It must be lubricated when first fitted to the pump
shaft and supported by the operator during fitting
to the engine.
Lubrication is supplied by the engine oil during
operation.
This part does not require any specific
maintenance.
The surface is naturally shiny and so does not

y
signify wear.

1 p
If lost or damaged, replace with a new part.
01 o
There is no incorrect way of fitting on the pump (symmetrical design).
/2 C
2.1.7 HP outlet

It creates a hydraulic connection between the pump


08 nce

and the rail via a 1/4 inch HP tube (outer 6.35 mm).
It has a diameter of M14 x 1.5 mm.
This part should only be manipulated in accordance
with recommendations (safety cleanliness,
va

tightening, etc. see specific operations)


It is fitted in the main housing
Ad

CAUTION
A counter torque is required for all tightening/
slackening operations on the HP tube.
The HP pipe cap nut torque must not exceed
32Nm (see specific section).

This part does not require any network intervention.


For all operations, all openings must be plugged using clean plugs from the dispenser YDT480.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-11


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


2.1.8 Pressure limiter

This unit mechanically limits the pressure to 2350


bar +/- 100 bar.
It discharges the pressure on an ad hoc basis if IMV
regulation is no longer active or if discharge via the
injectors is not being managed.
The fuel is recycled to the pump inlet in the low
pressure section.
This component does not require any network
intervention.

y
2.1.9 LP unions

1 p
The pump has a low pressure inlet and outlet.
01 o
These parts do not require any network
/2 C
intervention.
The connections are made using quick release
connectors:
08 nce

• The supply (inlet : from the filter) has a


diameter of 10 mm / white.
• The return (outlet: to the tank) has a diameter
of 8 mm / green.
va
Ad

Each connector has a white or green mechanism to


lock it to the pump. 1
• Locking arm up position = unlocked.
• Locking arm down position = locked.

For all operations, all openings must be plugged


using clean plugs from the dispenser YDT480. 2 3
© Delphi

2-12 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI

2.2 INJECTORS

The injector is DELPHI type DFI1.5 and conforms to Euro5 standards.


It allows multi-injection (pilots, main and post injection for the DPF).
Unlike previous versions (DFI1.2 or DFI1.3 injectors on Valve CVA valve
the PUMA or LYNX engines), the internal design
BackLeak Extern / Body
incorporates a combined valve and adaptor plate.
The valve inside is closed when there is no electrical
supply.
INO
No fuel can be injected if the DCU is off or if a control
wire is cut.
SPO

y
NPO
Adaptor plate

1 p
01 o
2.2.1 Specifications
/2 C
• It is of the "solenoid" type.
08 nce

• The injector is a monoblock type.


• The body diameter is 19mm .
• The HP Connector is M14x1.5 mm.
• LP backleak by quick-release
va

• The injector has 8 injection holes in a


symmetrical pattern a 45° intervals.
Ad

• It uses C3I (Improved Independant Injector


Correction).
• The C3I contains 20 alphanumeric
characters, it is displayed on :
- A label glued to the injector body.

- A plastic plate fixed to the injector body.


• It has a captive sealing washer.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-13


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


2.2.2 Cylinder head location

Cylinder head location :


• Each injector is secured by a clamp in the
cylinder head well between the two
camshafts.
• Clamping is applied to the injector using a
forked clamp bolted to the cylinder head.
• The fork clamp bolt is a hexagonal socket
type (6mm socket).
• The injector must be positioned with the
connector facing the operator.

Removing the injector from the cylinder head is


easier using the YDT522 chuck only in cases of
light seizure.

1 p y
2.2.3 Sealing on the cylinder head 01 o
A seal is fitted between the cylinder head and the
/2 C
injector contact face (copper washer - thickness 2.25
mm).
This washer is a captive type and is factory fitted.
08 nce

If the injector has been removed and is to be reused,


it is vital to replace the washer.
Delphi supplies a special "After-sales" replacement
washer (See specific Method section) .
va
Ad

2.2.4 Electrical checks

Electrical supply is provided by a (grey "FCI" 2 pin)


connector locked to the injector body.
The recommendations for operations on the
connector must be carefully followed (See Remove/
Refit section) .
The injector connector on the harness and the seal
itself can be replaced individually on request (See
Remove/Refit) .
Each injector has its own connector.

CAUTION
Never swap the connectors between injectors with
the engine running.
© Delphi

2-14 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


The injector electrical connections with the main engine harness include two sub-harnesses :
• Injectors n°1 & n°2.
• Injectors n°3 & n°4.

y
For electrical tests, use the YDT471 cable on the injectors or the YDT330 on each sub-harness connector.

1 p
01 o YDT471
/2 C
08 nce

YDT471

V
ORPM
( RMN)

A
va

VCI / DIAMAND
Ad

2.2.5 LP backleak circui


The injector fuel return is via a special LP circuit.
The circuit returns to the HP pump venturi that generates the vacuum.
The circuit has special connectors and preshaped tubes.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-15


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


Each connector has a green locking arm to lock it
onto the injector or the pump.
• Locking arm up position = unlocked.
• Locking arm down position = locked.

CAUTION
• Never detach an injector connector without
having unlocked it first (this will destroy the
plastic ring).
• Once it has been unlocked, never pull the
connector by the green unlocking arm or it
may come out and fall into the engine
compartment.
• When refitting, grease the O rings with ORAPI
"CT 615" grease or equivalent.

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

2-16 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


Use the YDT478 connectors for low pressure diagnostics.
When running the dynamic test activated by the diagnostic tool, the backleak volume per injector must be less
than 36ml.
During an operation, the connections and surrounding area must be protected from fuel spills.

5 U

3 4
2
1

U
U T
U
U
V

1 p y
CAUTION
01 o
The LP circuit design does not allow partial removal.
/2 C
It is recommended to remove the injector 1
connectors first, to make this operation easier. T
08 nce

The operation sequence must be followed or


damage will ensue.
Always start by:
• Unlock ; remove and plug th timing side
x4
va

cylinder.
• Repeat the operation on the following
cylinders up to the HP pump.
Ad

Refit in reverse orde : HP pump then the cylinders YDT273/YDT266


up to the one on the timing side.
Never apply force or flexion to the low pressure
circuit.

CAUTION
Check the connector O ring condition to prevent
leaks or air getting into the backleak circuit.
Replace if necessary (Reference: 9001-888).
For all operations, all openings must be plugged
using clean plugs from the dispenser YDT480.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-17


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


2.2.6 C3I

This code defines the control parameters for the


injector's initial start-up.
It consists of 20 alphanumerical characters.
The C3I is displayed in two places on the injectors
due to their location:
• On a label stuck to the body itself.
• On a plastic plate on the upper part.

The C3I is on three lines of 2 mm high characters.


It should be read from the top left of the top line
down to the bottom right of the bottom line.
On certain vehicle layouts, it may be necessary to
use a mirror to read it on the engine.

y
CAUTION

1 p
When refitting injectors, it is recommended to note the C3I and the cylinder allocation before installing the
01 o
injectors.
It is vital that the C3I matches its cylinder allocation.
/2 C
Cylinder n°1 is on the clutch side and n°4 is on the timing side.
08 nce

A label on the inlet plenum chamber displays he


cylinder number to which each original C3I is
allocated.
When an injector is replaced, the original C3I must
va

be obliterated and the new one written using an


indelible marker.
Ad

Label example :

The diagnostic tool has special functions to display or enter a new C3I when replacing one or more injectors.
The content of the C3I is secured by a checksum.
© Delphi

2-18 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


2.2.7 Injector resetting strategy

The DW10C resetting strategy is different from


the PUMA et LYNX.
The system no longer integrates an engine block
accelerometer sensor to detect combustion noise.
The new strategy is known as the «PICL» : Pilot
Injection Closed Loop..

1 p y
It is based on point variations of the crankshaft engine speed sensor.
01 o
These variations are taken into account under specific conditions :
• Deceleration profile.
/2 C
• No engine load ("foot-off").
• Minimum vehicle speed 50km/h.
08 nce

• Regulated pressure ranges : 250 / 450 / 800 / 1300bar.


(Above 1300bar, there is no measurement as the noise will be audible to the driver)
Correction factors have been set for injected volumes of 0.8mg / 1.2mg and 2mg per stroke (No correction above
5mg).
va

Under these conditions, the DCU increments the injecto pulses (μs) until a rise in engine speed is detected.
The DCU records the average of the last 2 values as the final value (no increase or decrease in engine speed).
Ad

The DCU takes sequential samples for a l the injectors to define the set of parameters.
An average distance of 300/500km is needed to update the reset parameters.
The MDP (Minimum Drive Pulse) order of magnitude is around 300μs for high pressures and 200μs for low
pressures.

CAUTION
In extreme cases, where the driver never drives under reset activation conditions, a fault code may be raised and
a reduced performance mode activated.
Injector replacement would be inappropriate and the symptom will reappear.
If the hydraulic diagnostic process gives results which conform to specification, before replacing the injectors, a
road test must be undertaken (Speeds above 50 kph, with long overrun decelerations, preferably in 4th or 5th
gear) which will reproduce the conditions described above.
The driver should be advised on the necessary driving conditions to be observed.

2.2.8 "Cylinder balancing" strategy


Instantaneous cylinder balancing is evaluated on an engine 180° range.
This allows cylinder-to-cylinder comparisons.
The comparison is made on the basis of the average established for the 4 cylinders.
This factor is the complete image of the behaviour of each engine cylinder (injection ; piston rings ; valves…).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-19


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI

2.3 DCU

The DCU is a DELPHI DCM3.5 type and conforms to Euro5 standards.

2.3.1 Specifications

Description :
• Normal operating voltage: from 10V to 16V.
• 154 pins (2 x 53 pins and 1 x 48 pins).
• 32 bit - 130Mhz microprocessor with external 5 ZZZZ
80
96ZZ DCM3

flash memory.
~
XXXX
12V
MO XXXX
C_CE XXXX
DW10 XXXX
CMM_ XXXX
DDS_ XX XX
XXXX
XXXX
HW

The DCU controls the following functions :


• Voltage supply.
• Engine immobiliser.
• Pre-post heating.

y
• EGR.

1 p
• Cooling and coolant temperature.
• Turbo boost.
01 o
• Air conditioning compressor management
/2 C
• Flows and timing.
• The particle filter.
08 nce

• CAN intercommunication.
• System diagnostics.

It has three independent connectors (PCC IMC ; EMC).


va

They are sealed and locked in the connected position.


Each connector has colour-coded foolproofing:
• Pass Conn: 53 way - black
Ad

• IMC: 53 way - brown


• EMC: 48 way - grey.

CME CMI CH
© Delphi

2-20 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


The electrical connectors can be checked with the kit YDT481.
The kit has 3 interfaces:
• For the grey 48 way: YDT482.
• For the brown 53 way: YDT483.
• For the black 53 way: YDT484.

Kit YDT481

1 p y
01 o
YDT482 YDT483 YDT484
/2 C
08 nce

The DCU input/output diagnostics can be done with


the terminal box kit.
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-21


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI


Depending on the vehicle model, it is located in the
engine compartment or in the bumper.

When the unit is fitted in the bumper, partial

y
dismantling of the front left hand wheel arch is

1 p
necessary to obtain access to the unit.
01 o
Placing the vehicle on a ramp and removing the
wheel will make this operation easier.
/2 C
The DCU is fitted in a plastic box with a protective
cover.
08 nce
va
Ad

Note: If the DCU is to be replaced, an upload from the FORD network corresponding to the vehicle type,
transmission and power rating must be carried out.
© Delphi

2-22 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI


2.3.2 The Inputs / Outputs

CME CMI CH

EMC - Diagnostic with interface YDT482


4 3 2 1

1 p y
M
01 o
Injector cyl 4 Injector cyl 4 Injector cyl 2 Injector cyl 3
/2 C
(clutch side) (clutch side)
L Injector cyl 1 Injec or cyl 1 Injector cyl 2 Injector cyl 3
08 nce

(timing side) (timing side)


K Not used DPF injector relay control Not used Not used
status
va

J Not used Fuel T° sig al Not used Pre-DPF T° signal


H Pre-post heating unit Coolant T° signal Post-catalyser T° signal Ambient air T° signal
control (PPH)
Ad

G Not used Not used Pre-catalyser T° signal CRANK signal


F Not used Flowmeter ait T° signal 5V supply n°1 5V supply n°3
(CRANK and CAM
sensors)
E Not used Starter motor inhibited 5V supply n°1 CAM signal
(engine running)
D IMV control (PWM) Water present in diesel DPF differential P° signal Engine oil level signal
C 5V supply n°2 Flowmeter signal Vehicle "crash" "Ready to start" status
(DPF differential P° information
sensors)
B 5V supply n°2 Sensor earths Sensor earths Line K
(AMF - ambient air T°) (Crank; Coolant T°)
A Sensor earth(Fuel T° ; Sensor earths(Pre + Post Sensor earths( Diff P° DPF Alternator LIN
CAM) cata T°) - oil level )
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-23


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI

EMC - Diagnostic with interface YDT483


1 2 3 4 5
Not used Not used EGR exchanger by- VGT diaphragm +Batt supply (Fuel
pass control control (PWM) heater ; SV VGT)

6 7 8 9 10 11 12 13 14 15 16 17
EGR DPF Inlet air Not Not DPF Not 5V 5V 5V 5V + Batt
valve supply T°air used used injector used supply n supply n supply n supply n supply
control pump tempera relay °3 °1 °1 °2 (EGR By-
"+" control ture control (Rail (manifol (EGR (EGR by- pass SV)
pressur d air position pass
e) pressur ) position
e + sensor)
tempera

y
ture ;
VGT and

1 p
air flap
01 o valve
/2 C
position
)
08 nce

18 19 20 21 22 23 24 25 26 27 28 29
EGR Air flap Rail Not O2 O2 O2 EGR Not n°2 5V 5V + Batt
valve position pressur used probe probe probe valve used supply supply n supply
control signal e signal (Trim (pumpin (ea th) position (Clutch °2 (IMV)
va

"-" resistan g signal master


ce) current) cylinder
position
Ad

)
30 31 32 33 34 35 36 37 38 39 40 41
Air flap Manos Inlet air CAN2_ O2 Signal Acceler Acceler Sensor Sensor Sensor + Batt
valve witch pressur H probe position o1 o1 earths earths earths supply
control min oil P e signal signal VGT - + (manifol (clutch (Water
"+" ° (Nernst d air pedal in the
(not (not
voltage) pressur type fuel
present) present)
e + T° ; 25% ; P detector
air flap rail ; ; O2
valve position probe)
position EGR and
) EGR by-
pass)
42 43 44 45 46 47 48 49 50 51 52 53
© Delphi

2-24 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

PARTS SUPPLIED BY DELPHI

EMC - Diagnostic with interface YDT483


Air flap EGR Clutch CAN2_L Not PPH unit Acceler Acceler Acceler Sensor Sensor O2
valve exchang signal used Diag o2 o2 ometer earths earths probe
control er by- (Type (PPH) - + screenin (VGT heating
"-" pass 25%) g position
(not (not
position present) present) )

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 2-25


I SPECIAL FEATURES OF THE SYSTEM

PARTS SUPPLIED BY DELPHI

PCC - Diagnostic with interface YDT483


1 2 3 4 5
Main relay n°1 + Batt Protected main relay Power earth n°1 Power earth n°2 Protected main relay
supply + Batt supply + Batt supply

6 7 8 9 10 11 12 13 14 15 16 17
Main Add. Not Not Engine Second Fan 2 Fan 1 Alternat Not AC Not
relay n° Heating used used running ary (PWM) or- used compres used
2 + Batt control info. relay/ starter sor relay
supply add._1 power start control
control authoris
ation
18 19 20 21 22 23 24 25 26 27 28 29
+ Batt Remote 5V 5V Brake Not Not "Neutral Fan diag Starter Main Not

y
supply n control supply n supply n switch 2 used used " status solenoid Relay used

1 p
°3 wake °2 °2 01 o control control
(RCW) (acc (A/C P
pedal n° sensor)
/2 C
2)
30 31 32 33 34 35 36 37 38 39 40 41
08 nce

Main Transmi Clutch A/C Pedal Pedal LVS LIN CAN2_ Clutch CAN1_ Fuel
relay n° ssion master pressur signal signal kick H signal H pump
4 + Batt status at cylinder e signal accel _2 accel._1 down (Type control
va

supply start position signal 75%) (depend


signal ing on
vehicle)
Ad

42 43 44 45 46 47 48 49 50 51 52 53
Not Sensor Sensor Sensor 5V Sensor Sensor Sensor CAN2_L Acc CAN1_L Power
used earths earths earths supply n earths earths earths pedal earth n°
(clutch (acc (A/C °1 (acc (LVS/ (clutch signal 3
pedal pedal n° pressur (acc pedal n° CC) master PWM -
75%) 2) e) pedal + 1) cylinder single
clutch position track
position )
)
© Delphi

2-26 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

OTHER COMPONENTS

3.1 TUBULAR RAIL


The rail is supplied by FORD (LAJOU).
The rail is of the forged tubular type with the pressure
sensor screwed on to the body (may not be removed).
Cylinder n°2
It is located on top of the cylinder head.
It is located by 3 x M8 bolts. Cylinder n°1

It has five M14x1.5 openings with inserted jets :


• 1 feed inlet (from the pump). Cylinder n°4

• 4 outlets (to the injectors).


Cylinder n°3

The jets help absorb the pressure waves to limit injected


flow instability.
They cannot be removed from the rail body.
For all operations, all openings must be plugged using
clean plugs from the dispenser YDT480.

y
Specifications :

1 p
• Volume 15 cm3. 01 o
• Pressure range: 0 - 2200 Bar.
/2 C
• Exceptional pressure 2500 bar
• Burst pressure > 7000 Bar.
08 nce

CAUTION
When the engine is stopped, fuel is still pressurised in the rail. It is vital to wait for a minimum of 10 minutes before
working on the system.
va

Rail pressure sensor


The sensor informs the DCU of the fuel pressure in the
Ad

rail.
It is positioned perpendicular to the axis of the rail
It cannot be removed as th s would contaminate the
system (refer to the section " Sensors").
Electrical supply is provided by a connector (black 3
pin) locked to the sensor body.
Pressure values: In the transitory phase, the system is
capable of varying the pressure between 230 and 2000
bar in 1.5 to 2s with an injected fuel volume varying from
40 to 0 mm3/stroke at 1000 rpm.

During the starting phase, the first injection takes place as soon as the system is synchronised and the pressure is greater
than 100 bar.
This pressure is reached in less than 1.5 engine revolutions.
The rail discharge strategy (action on the IMV and discharge via the injectors) allows a pressure drop of 1000 bar per
second.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 3-27


I SPECIAL FEATURES OF THE SYSTEM

OTHER COMPONENTS
The following operating points should be noted :

Operating point Pressure (bar)


When cranking 300
Idling 300
Maximum torque 1200
Maximum power 2000
Emission #1000

Order of magnitude for operating points (with maximum load):

Engine 800 1500 2000 2500 3000 3500 4000


speed
(rpm)

y
Max. 470 820 1200 1450 1650 1900 at full 1800 without 2000 at full 1800

1 p
pressure 01 o power full power power without full
(bar) power
/2 C
The sensor can be electrically checked with kit YDT246 - Cable D (See note in the Tooling section).
08 nce
va
Ad

© Delphi

3-28 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

OTHER COMPONENTS

3.2 HIGH PRESSURE PIPES

The HP pipes are supplied by FORD and must be replaced


every time they are removed.
Vital: Operations on the HP pipes must follow the safety
and cleanliness instructions and the correct sequence
(see specific section).
They provide a hydraulic connection between the HP
pump, the rail and the injectors.
The external diameter measures 1/4 inch (outer 6.35
mm).
The inner diameter measures 3 mm.
The DW10CTED4 Delphi application has five HP pipes in
three different designs:
1. 1 pipe between the HP pump and the rail.
2. 1 identically shaped pipe between the rail and

y
cylinders n°1 or n°3.

1 p
3. 1 identically shaped pipe between the rail and
cylinders n°2 or n°4.
01 o
/2 C
Vital: Maintain the original positioning of the HP pipes
using plastic or rubber clips to absorb the hydraulic
pulses.
08 nce

Vital: Correctly position the HP pump/rail pipe where it


va

passes through the protective housing.


The sealing of the HP unions can be tested using the leak
detection cycle.
Ad

This cycle is activated from d agnostic tool DIAMAND


YDT450/YDT460.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 3-29


I SPECIAL FEATURES OF THE SYSTEM

OTHER COMPONENTS

CAUTION
Each HP pipe is fitted in one sense only, they are not
reversible.
The black chamfered nut is fitted to the rail side.

For all operations, all openings must be plugged using


clean plugs from the dispenser YDT480.

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

3-30 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

OTHER COMPONENTS

3.3 FUEL FILTER

The filter is supplied by FORD (MANN & HUMMEL) with replaceable element :
• 60,000 km (normal use).
• 45,000 km (intensive use).

There are two possible locations, depending on the type


of vehicle:
- The filter element is located in an aluminium
bracket on the coolant radiator side.

1 p y
01 o
/2 C
- The filter is located next to the tank behind the
08 nce

spare wheel (accessible from under the vehicle)


va
Ad

The filter should be bled at every engine service.


The filter cover is held by:
- 4 30 mm Torx screws (version fitted in the engine
compartment).

- A threaded head (version fitted next to the tank).

Depending on the vehicle type, the filter may be


protected by an anti-shock cover to prevent bursting in
case of accident.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 3-31


I SPECIAL FEATURES OF THE SYSTEM

OTHER COMPONENTS
Vital: Clean the filter environment before any operation.
The bowl must be cleaned with a "lint-free" cloth.
The inlet/outlet unions are of the quick release connector
type with a 10 mm diameter / white.
Arrows moulded into the filter indicate the direction of
the fuel flow within the filter.
There can be no confusion between the inlet and outlet
as different male and female connectors are used.

1 p y
Each connector has a locking mechanism to lock it to the
1
filter.
01 o
• Locking arm up position = unlocked.
/2 C
• Locking arm down position = locked.
08 nce

2 3
va
Ad

It includes an electrical heater(150 W).


The heater is self regulating using temperature switches.
It heats the fuel for an external temperature less than 0°
C to a maximum fuel temperature of 25°C.

The heater can be electrically checked with kit YDT246 - Cable E (See note in the Tooling section).
© Delphi

3-32 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

OTHER COMPONENTS
Make sure that the alternator is protected and that the
drain pipe is fitted before loosening the screw on the top
of the filter.
Bleeding the filter is carried out with two separate bleed
screws :
• On the top : breather
• On the bottom : bowl drain.
The fluid collected must be recycled (mixture of water &
fuel).

There is no bulb priming pump integrated in the fuel circuit on the vehicle.
A priming pump "tool" (stored clean and plugged), fitted upstream of the filter, can be used to prime the fuel circuit

y
(servicing ; repairs.....).

1 p
There is an O-ring seal between the cover and the body.
01 o
Replace and lubricate the cover O-ring at the defined
service intervals.
/2 C
The cartridge is seated on the cover and sealed with an
O-ring.
08 nce
va
Ad

The filter may be fitted with a water detector (depending


on the country where the vehicle is sold).
It is located on the lower section with the lower bleed
screw.
Fitting is done with the aid of a plastic diaphragm which
is pierced when the detector is screwed in (the
diaphragm stays in the "dirty" part of the filter).
This detector may be fitted later as an accessory and the
warning LED programmed with the diagnostic tool.
If the detector is not present, a bracket can be used to
support the connector.

The detector can be electrically checked with kit YDT246 - Cable D (See note in the Tooling section).
For all operations, all openings must be plugged using clean plugs from the dispenser YDT480.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 3-33


I SPECIAL FEATURES OF THE SYSTEM

OTHER COMPONENTS

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

3-34 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

4.1 FUEL CIRCUIT

4.1.1 Schematic

VEHICLE FUEL TANK

Priming bulb (depending on


vehicle model) DPF injector on the
exhaust line
Fuel cooler (depends
on the country)
Fuel Heater & Filter

DPF injector supply electric


HP pump with venturi pump

y
Outlet
Key:

1 p
Low pressure circuit
(quick release connectors Ø 8 & Ø 10 mm)
Tubular rail
01 o Injector backleak circuit - low pressure
(flexible rubber tube)
/2 C
DPF pressure circuit
Injectors High pressure circuit
(HP pipes & connectors)
08 nce
va

A computer strategy prevents the fuel circuit from emptying in the event of the tank running dry.
The activation of this strategy depends on the manufacturer.
Ad

4.1.2 Dry tank strategy


If implemented, this strategy prevents the fuel circuit from becoming completely drained if the tank runs dry.
The DCU monitors the reserve fuel level in the tank.
When the reserve fuel LED changes from the flashing to the steady illumination state, the DCU monitors
consumption, the distance covered and rail pressure drift.
At this point, the DCU reduces engine performance. The driver must increase the load request at the pedal to
obtain the same power.
This effect increases until the engine is stopped by the DCU.
After filling the tank the engine starting time and pump degassing time are optimised.

Note:
Occasional stalling may occur after running dry, until low pressure fuel circuit degassing is complete.
(The priming pump is not always present on certain vehicle types) .

CAUTION
If the circuit is completely empty, restarting is easier if a "tool" type bulb priming pump is used upstream of the
filter to reduce wear on the starter motor.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-35


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


4.1.3 Supply circuit
The transfer pump takes in fuel via a strainer in the fuel tank and the filter.
The fuel temperature at the pump inlet should not exceed 80°C with a peak value of 90°C.
Quick release connectors are used, 10mm on the feed and 8mm on the return.
Inlet and outlets cannot be inadvertently swapped, as the male and female quick release connector parts are
reversed :
• Inlet: female connector on the filter.
• Outlet: male connector on the filter.
A priming pump, fitted upstream of the filter, can
be used to prime the supply circuit up to the pump
inlet, after running out of fuel or an after-sales
operation.

1 p y
01 o
/2 C
08 nce

CAUTION
The priming bulb pump may be absent, depending on the vehicle configuration, in this case :
• For a partially empty fuel circuit, the ransfer pump can prime the circuit using the starter motor in short
va

bursts ( 5seconds maximum).


• For a completely empty fuel circuit, the use of an auxiliary bulb pump "clean and plugged for storage" is
recommended to fill the circu t. It must then be removed and the final filling done using the transfer pump
Ad

with the starter motor as above.

4.1.4 Return circuit

This takes the surplus fuel which is not used by the


system back to the fuel tank.
A venturi creates a vacuum at the injector return to
make it easier to return the fuel and to ensure
regular shot to shot injection for each cycle.
The circuit must allow the energy mainly coming
from the injector return to dissipate. Depending on
the vehicle design base (Hot Countries), an
exchanger may be fitted to the return circuit to
lower the temperature of the fuel returning to the
tank.
It is located under the vehicle body.
This exchanger is connected by quick release
connectors to the pipes.
© Delphi

4-36 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


The DPF filter injector is supplied by a fuel takeoff.

4.2 DIESEL PARTICULATE FILTER (DPF)

1 p y
4.2.1 Principle: 01 o
The DPF (Diesel Particulate Filter) concentrates the
/2 C
particles created by combustion.
These particles are stored then burnt regularly
according to a specific strategy.
08 nce

It is located on the exhaust line, after the catalytic


converter.
The DPF manager function is integrated in the DCU.
va
Ad

The pre- and post-DPF ducts are connected to the differential pressure sensor to obtain the degree of DPF clogging.
Specific conditions must be satisfied to effectively regenerate the particle filter:
• A minimum catalytic converter temperature.
• A minimum engine temperature of 60°C.

There are several types of regeneration:


• Regeneration according to the DPF load status. (Economical regeneration)
• Mileage regeneration.
• Forced regeneration.
• Natural regeneration.

When filter regeneration conditions are met, the DCU controls an injector fitted in the exhaust system.
This injector generates the heat necessary for particle combustion.
This injector is supplied by an electric pump managed by the DCU.
The DCU uses specific sensor and injection system sensor information and warns the driver via LEDs or messages
with symbols on the displays.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-37


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


LEDs on the control panel or message:
• Engine diagnostic.
• DPF clogging information.

Standard sensors:
• Engine temperature sensor.

y
• Intake manifold temperature sensor. (installed at the air distributor intake).

1 p
• Flow meter. 01 o
Specific sensors:
/2 C
• Pre-catalytic converter temperature sensor.
• Post-catalytic converter temperature sensor.
08 nce

• DPF differential pressure sensor.


• External air temperature sensor. (located in the flowmeter or external rear view mirror).

To do this, the system can modulate the inlet air temperature: (Solutions vary according to vehicle type) By
controlling a cooling circuit valve to force an engine temperature rise.
va

The supervisor monitors the condition of the DPF and the ageing condition of the filter.
Specific driving conditions are also included for each user.
Ad

Regeneration is better under full load and high speed.


Regeneration normally tak s a few seconds.
The supervisor manages this operation so that it is not noticed by the user.
Driver information on the current fuel consumption level does not include the fuel quantity injected into the
exhaust system.
However, average consumption takes this flow into account.
Before the regeneration phase, the supervisor prepares the engine for the thermal conditions required.

4.2.2 DPF regeneration by "differential pressure":


Regeneration can be activated from the DPF load status and the current operating parameters.
The following DPF states exist:
• Regenerated.
• Partially loaded (regeneration planned).
• Overloaded (regeneration vital).
• Clogged (Malfunction) .

The DPF supervisor permanently monitors the engine and vehicle parameters in order to activate regeneration
without asking the driver.
This offers the driver no-fuss regeneration.
© Delphi

4-38 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


4.2.3 Mileage regeneration:
If the regeneration conditions are not met, the supervisor activates this regeneration mode.
It is similar to a recovery mode.
The DCU records the mileage between each DPF regeneration.
It memorises the distances travelled to determine the specific conditions for each driver.
When the DCU is new only default values exist.
The average distance between two regenerations is approximately 500 km.
The DCU updates this data during the life of the system.

4.2.4 Forced regeneration:


If the vehicle never meets these regeneration conditions, mileage regeneration may be insufficient to ensure the
correct operation of the engine.
If the DPF load status exceeds the overload threshold, an LED on the control panel (DPF overload) asks the driver

y
to drive the vehicle at 50 km/h for at least two minutes.
These conditions enable the supervisor to trigger a regeneration cycle.

1 p
In this configuration, the DCU triggers "reduced flow" recovery mode.
01 o
If the DPF detects an admissible load status, the system returns to a differential pressure DPF strategy by default.
/2 C
4.2.5 Natural regeneration:
08 nce

This regeneration mode only exists if the driver stays at the maximum vehicle speed for a long time.
In this state, the exhaust system temperature approaches the conditions for particle combustion (regeneration).
va

4.2.6 Specific features in After-market:


The DPF has a specific diagnostic routine which is integrated into the diagnostics for the engine injection.
Ad

It can be accessed using the diagnostic tool.


If a fault occurs on the differential pressure sensor or the DPF is declared absent by the supervisor, the "reduced
flow" recovery mode is activated and the diagnostic LED lights up.
It is vital that the value of the differential pressure sensor is zero when the engine is cold and at a standstill (ignition
on).
If this is not the case, replace the sensor.
A special cycle can be used to test the regeneration in After-market conditions using the diagnostic tool.
The tool supplies a filter efficiency report.

CAUTION
If the engine DCU is replaced, regeneration must be triggered using the diagnostic tool to generate DPF clogging
level programming.

The DPF requires regular maintenance to remove regeneration residue (See FORD recommendations).
When replacing the DPF or the differential pressure sensor, the programming must be reset using the diagnostic
tool.
If the volume flow (from the flowmeter and the differential pressure sensor) is high, check for leaks in the DPF.
If this flow is zero, check that the DPF is not clogged.
Important: If the number of regenerations is too high, the post injection flow can dilute the engine oil volume.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-39


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

4.3 AIR CIRCUIT

4.3.1 Schematic

Filtre à air avec


débimètre intégré

Air à P atmos.
Flux d'air sur face
Avant du véhicule
Turbo à géométrie
variable (TGV)
Air sous pression "chaud"

Echangeur thermique / Intecooler

y
air/air
Ligne d'air
Air sous pression "dense"

1 p
Recyclage des gaz
Boitier volet
01 o
d’air
d'échappement -
EGR
/2 C
08 nce

Collecteur admission
va

4.3.2 Vacuum circuit


Ad

All the actuators or diaphragms that drive the air flap valves, exchanger bypasses or the VGT are activated by a
vacuum source.
Control is via solenoids.
The solenoid supply source "On/Off" or "PWM" is common.
The vacuum is generated by a vacuum pump N°2 :
located at the end of one of the two camshafts. Mastervac
This vacuum pump has two independent outlets :
• N°1 - on the side : control solenoid supply.
• N°2 - on the top : mastervac/braking supply.

The vacuum is stabilised around 700 mbar using an


accumulator or tank.
This accumulator is located on the upper cylinder N°1 : VGT & EGR
head and also serves as a support for the solenoid Bypass
valve mountings.
© Delphi

4-40 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


Note:
Apply the correct torque values for the solenoid valves to avoid cracking the accumulator or tank.

This accumulator has one inlet and two outlets :


• 1st outlet : not used.
• 2nd outlet : VGT solenoid valve & TAR by-pass.

Vacuum circuit generation and distribution :

Accumulator or reservoir empty

Pump "empty"

1 p y
EGR By-pass VGT
01 o
/2 C
Mastervac
08 nce

An additional takeoff is available upstream of the tank to supply other solenoids depending on vehicle
configuration.
va

4.3.3 Variable geometry turbo (VGT)


Manufacturer : HTT. It is located on the engine exhaust manifold on the vehicle bulkhead side.
Ad

It has integrated liquid cooling from the vehicle cooling circuit.


Pressure regulation diagram

Air under
VGT
atmospheric
PWM solenoid
pressure
Signal valve
DCU
Vacuum VGT control diaphragm

VGT
1

position
sensor

Inlet Air line


pressure Inlet air under
sensor mapped pressure
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-41


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


The angular setting of the vanes allows the boost
pressure to be changed depending on the injection
parameters.
Control is carried out by a pneumatic actuator and
a solenoid valve which changes the vacuum (600
mbar) via a PWM current from the DCU.
The position of the control rod is measured by a
position sensor (see sensor section).
The diaphragm has a diameter of 80 mm.
The operating stroke of the diaphragm is 12 mm
max.
The control setting is a value contained in a map
which is a function of the engine speed and the
engine torque.

The setting is corrected as a function of the atmospheric pressure and the air temperature.

y
The limitation of the boost setting depends on two maps (engine speed- atmospheric pressure and engine speed

1 p
- air temperature). 01 o
A strategy allows detection and warning of any fault Speed torque
/2 C
which may destroy the turbo. 400
The DCU compares the air flow and the engine 350
speed to check consistency.
08 nce

300
If a fault is detected, the DCU activates a recovery
250
(N.m)

mode (reduced flow) to protect the system.


The "overboost" function is activated according to 200
engine speed variation and requested load criteria.
150
va

100
0 1000 2000 3000 4000 5000
Ad

(rpm)

Example under full load:

Speed (rpm) Torque without "overboost" (Nm) Torque with "overboost" (Nm)
1000 150 150
1250 200 200
1500 270 270
1750 310 340
2000 320 360
2500 310 330
3000 290 290
3500 265 265
4000 240 240
4500 205 205
© Delphi

4-42 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


4.3.4 Heat exchanger : Air / Turbo circuit

This is of the air/air type.


Its role is to cool the air sent to the cylinders and
therefore increase the air density.
Increasing the air density improves the engine
performance.
It is located between the engine and the front of the
vehicle (next to the radiator).
Depending on the vehicle configuration, the heat
exchanger can be shunted to increase the
temperature when the DPF is activated.

y
4.3.5 Heat exchanger : Coolant / EGR circuit

1 p
01 o
This is of the air / coolant type.
Its role allows the exhaust gas that will be recycled
/2 C
into the inlet to be cooled.
Increasing the air density increases the inle
08 nce

quantity.
It is located on the inlet manifold.
The coolant circulation never varies, however, a
solenoid drives a flap valve that can shunt the gas
va

flow in the exchanger.


Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-43


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

4.4 ELECTRICAL SUPPLY

positive
5V – n°1
IGN
1
1

5V – n°2

5V – n°3

Relay 1 Relay 2
control control

12V
+ Battery Engine distribution unit
12V

y
The battery and the charging circuit must conform to specification to ensure the co rect operation of the injection.
The engine DCU uses several types of electrical supply:

1 p
• +IGN : Voltage from key on - voltage identical to "+ Batt".
01 o
• +Batt : Voltage from the battery/alternator [12-14V].
/2 C
• +5V : Stabilised voltage for the system sensors.
The +IGN, from the key, wakes the DCU which controls the ERU relays.
The + IGN supplies:
08 nce

• DCU wake-up
• PPH unit wake-up
• Clutch pedal switch
va

• Brake pedal switch

The +Batt, from the battery, is managed by the ERU


Ad

The injection system is supplied by the ERU through the


DCU.
The ERU (Engine Relay Unit) houses the relays and
engine fuses.
It is located near the front left-hand wing, next to the
battery. © Delphi

4-44 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


+Batt distribution :

30
18
+ Batt Distribution unit
06
01
+ batt
05
+ batt
02
CH

y
Fuel heater VGT solenoid

1 p
valve
05
DCU and
01 o EGR By-pass
solenoid valve
/2 C
actuator 17
IMV
internal /
external supply 29
08 nce

Water detector O2 probe heater

41
CMI
va
Ad

EMC

DW10CTED4 DCU FORD

This type of relay allows certain actuators and memories to be kept active during the power latch phase, while others
are inactive.
The +5V, from the DCU is intended for the sensors. This voltage is regulated to ensure the accuracy of the sensor signals
sent to the DCU.
The DCU generates three independent (5V) supplies (Vext1 ; Vext2 and Vext3) for all the system sensors.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-45


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


Vext - 5V allocation :

Accel. pedal T1 Clutch position


46
Air conditioning
Regulator
pressure
5V n°1 21 Accel pedal T2

20

PCC

y
Regulator
5V n°2

1 p
EGR By-pass position
16
Internal DCU supply
01 o 27
Clutch position
/2 C
to sensors
Distribution of 5V 28 VGT position P + T° manifold
Flap valve
position
regulators 14 EGR position
15
08 nce

Rail
pressure
13
Regulator MC
5V n°3
va

CRANK CAM
F1
Ad

DPF ΔP
C4
B4
F2
E2
EMC

DW10CTED4 DCU FORD

The DCU has several types of earth:


• Power earths.
• Electronic earths (sensor).
© Delphi

4-46 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


- 0V earth allocation :

Clutch status 75%


43 Accel. pedal 2
44 A/C pressure
45 Accel. pedal 1
47 (LVS/CC)
48 Clutch status
49
03
04
Centralisation of PCC
earths in the DCU Flap valve
Manifold press/temp position
38

y
39 EGR Bypass

1 p
Clutch status 25% Rail pressure EGR position position
40
01 o VGT position
51
/2 C
52
08 nce

IMC

Coolant
temp CRANK
B2
va

Ambient air T° T° air AMF


B3
Oil level DPF ΔP
A2
Ad

T° pre-cata T°post-cata
A3
Fuel T˚ CAM
A4
DW10CTED4 - DCU FORD EMC

DCU supplies and earths can be checked using the kit YDT481 or on the sensors using kits YDT246 ; YDT280 ;
YDT330 ; YDT521 ; YDT529; YDT537 ; YDT559 ; YDT709 and YDT710 (See note in the Tooling section.

4.5 PASSENGER COMPARTMENT UNIT

The Passenger Compartment Unit contains the majority of control functions and electrical checks. It communicates with
the other DCUs via the multiplexed network or a wire link. It provides a gateway between the various vehicle
networks (CAN; VAN).
The control panel is controlled by the unit and the content of the CAN frames.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-47


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

Control
BSI panel
Message
display Other

Engine
Radio / CD

ABS/ASR
ESP Suspension
Air
conditioning
AT / SAT

Multiplexed network (CAN and VAN)

y
The housing is installed in the passenger compartment (under the driver's cockpit).

1 p
This unit is divided into several levels according to the vehicle definition. The injection DCU communicates with and
01 o
integrates the parameters for the following components:
• ABS
/2 C
• ASR
• ESP
08 nce

• Air conditioning
• Transmission (Auto).
• Immobiliser and transponder
va

• Instrument panel information


• De-icing (for electrical consumption).
• Milometer function (mileage counte and transmits the distance covered).
Ad

• Rain sensor operation (includes the effect on cooling).


• VAN (vehicle "comfort" network).

© Delphi

4-48 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


This unit has its own diagnostic program which is accessible from the manufacturer's diagnostic tool.
It enables the following operations:
• Identifying the DCU.
• Reading the fault codes.
• Erasing the faults.
• Configuration.
• Initialisation.
• Visualising parameters.
• Testing valves.

A secret code held by the vehicle's owner or manufacturer is required to initialise the unit.

4.6 CAN (CONTROLLER AREA NETWORK)

y
4.6.1 Description

1 p
01 o
The CAN provides a cross-system method of communication. It provides a highly flexible system. It protects the
signals from interference (high frequency, radiation, electrostatic discharge).
/2 C
CAN communication requires an earth and two wire connections:
• CAN High
08 nce

• CAN Low.

All the DCUs (ABS, ASR, ESP, BSI) send out pre-defined messages (frames) on the network. If you look at a CAN
frame, it looks like a sequence of binary data.
va

Network access is open. However, a management system controls:


Output:
• Network access.
Ad

• Switching management.
• Frame construction.
• Checksum calculation.
• Frame confirmation generation.

Input:
• Data synchronisation.
• Data transmission.
• Frame filtering.
• Checksum confirmation.

All DCUs have a frame library. Each frame can be defined using the following parameters:
• A transmitting ECU.
• ID (priority).
• Emissions frequency.
• Emissions event.
• Data zone structure (length, parameters).
• Applicable link(s).
• Diagnostic link(s).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-49


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


The CAN may have three types of fault:
• Silence (the DCU is not responding).
The DCU hosting diagnostics is no longer sending out signals and the frames sent out are not cleared.
• Absence (Absence of a DCU on the network).
A DCU which is not hosting diagnostics is no longer sending out signals and the frames from this DCU are
no longer received. A default value is sent out on receipt.
• Bus off (Network problem).
The line or the driver is US. The frames are no longer received and/or cleared. Emission is stopped and a
default value is sent out on reception.

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

4-50 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

4.7 ENGINE IMMOBILISER

The immobiliser function is provided by coded dialogue between the engine DCU and the Passenger Compartment Unit.
Communication is established via the CAN. This consists of a sending frame and a receiving frame.

Transponder
aerial Injection DCU

CAN L CAN H

VAN H
Passenger
Control panel
compartment unit
VAN L
CAN L CAN H

ECU - ABS/ESP
Door switch

1 p y
The unit monitors current consumption when the vehicle is on standby in order to wake dialogues between the DCUs
to anticipate the driver's requests.
01 o
The transponder antenna transmits the identity of the key inserted into the lock. If this key has been recognised, it will
/2 C
authorise the immobiliser activation procedure, otherwise it will be prevented.
The control panel informs the driver of the key status via an LED:
08 nce

• Key programmed and Action at the lock: LED does not light.
• Key not programmed and Action at the lock: LED flashes
• Copy key with no transponder and Action at the lock: Permanent illumination of the LED.

If starting is not activated within the first minute, the activation delay will be extended by 80 ms before re-establishing
va

dialogue.
When the engine DCU is woken by the +IGN, it generates a random number which is sent via the CAN.
Ad

The two controllers are ma ched with encryption of the random number. They both apply the calculation separately. The
unit sends its result via the CAN to the engine DCU This unit compares the two results.
If they are identical, the DCU authorises starting and sends the status (Unlocking or Locking) over the CAN. If the results
are not identical, starting will not be authorised.
The unlocking procedure will only take place once per starting cycle. The engine status remains identical during engine
operation.
When the ignition is turned off, there is no further dialogue on the CAN.
© Delphi

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I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

4.8 DIAGNOSTICS

4.8.1 Diagnostic communication


Diagnosis of the injection system is performed via the CAN network of the vehicle.
Connection is made using the vehicle central socket (EOBD type – 16 pin).
Diagnosis is performed by the CAN communication protocol.
The DCU must be unlocked for dialogue between the DCU and the diagnostic tool to take place.

4.8.2 Diagnostic socket.


It is of the EOBD - 16 pin type.
Allocation:

Diagnostic socket type: Pin no. Description


1 positive IGN

y
4 and 5 Earth

1 p
6 CAN H
01 o
7 Line K
/2 C
14 CAN L
16 positive batt
08 nce

On MONDEO ; GALAXY / S-Max and Kuga :


• Left Hand Drive: in the compartment to the left
of the steering wheel, under a cover
va

• Right Hand Drive: in the glove box.


Ad

© Delphi

4-52 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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On C-Max and FOCUS :
• Left Hand Drive: directly accessible in the
compartment on the left of the steering wheel.
• Right Hand Drive: in the glove box.

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

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I SPECIAL FEATURES OF THE SYSTEM

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4.9 Actuators

4.9.1 Inlet metering valve (IMV)

The actuator is supplied by Delphi.


The inlet metering valve is supplied directly by the
ERU +Batt.
The DCU directly controls its outlet.
In case of failure, the DCU will activate a timed
engine stop if the system goes into over pressure.
The connector is a 2 way type - brown error
proofing.
The hydraulics can be checked with kit YDT410.
The coil can be checked with kit YDT246 - Cable
E (See note in the Tooling section).

1 p y
4.9.2
01 o
On/Off solenoid valves for the EGR by-pass
/2 C
The actuator is supplied by BITRON.
It is located behind the vacuum pump.
08 nce

Electrical operation is provided by a plunger core


solenoid.
The resistance value is around 20 Ω at 20°C
The vacuum (700 mbar) is supplied by the vacuum
va

pump and stabilised with an accumu ator.


With no electrical supply, the solenoid valve must
connect the "breather" outlet to the vacuum supply.
Ad

When the electrical supply is on, the solenoid valve


must connect the vacuum to the control
diaphragm (open / closed).

© Delphi

4-54 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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The solenoid valve cannot be removed. N°3
The pneumatic connectors are pushed onto the
spigots and it is possible to find that the flexible
hoses stick slightly.
Solenoid valve colour code allocation:
• White mark (n°1) : vacuum supply. N°2
• Green mark (n°2) : control and variation.
• Black mark (n°3 ) : breather

On/Off SV

1 p y
01 o
N°1
/2 C
08 nce

Always pull the tubes off in line with the connectors to avoid breaking the plastic spigots.
The coil can be electrically checked with kit YDT246 - Cable Aor YDT537 - Cable A depending on the vehicle
type(See note in the Tooling section).

4.9.3 PWM solenoid valves for the VGT


va

The actuator is supplied by BITRON.


Ad

The DW10CTED4 engine has 1 proportional


solenoid valve to manage the VGT.
This valve is located behind the vacuum pump.
It is fixed by two M6 nuts.

Electrical operation is provided by a plunger core solenoid.


The resistance value is around 16.5 Ω at 20°C.
The vacuum (700 mbar) is supplied by the vacuum pump and stabilised with an accumulator.
With no electrical supply, the solenoid valve must connect the "breather" outlet to the vacuum supply.
When the electrical supply is on, the solenoid valve must connect and vary the vacuum to the control
diaphragm (variable status).
It is used for all the "variable" control with a PWM control generated by the DCU.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-55


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


The solenoid valve cannot be removed.
Electrical connector errorproofing is used to ensure that the black, blue and grey connectors are connected to the
correct sockets.
The pneumatic connectors are pushed onto the spigots and it is possible to find that the flexible hoses stick slightly.
Solenoid valve colour codes and allocation:
• White mark (n°1) : vacuum supply. N°1
• Green mark (n°2) : control and variation. N°2
• Black mark (n°3 ) : breather
Always pull the tubes off in line with the connectors
to avoid breaking the plastic spigots.
The valve can be checked with kit YDT246 - Cable
E (See note in the Tooling section).
N°3

PWM
SV

1 p y
01 o
/2 C
08 nce
va

4.9.4 EGR valve

The actuator is supplied by VALEO


Ad

The EGR valve can open the exhaust gas


recirculation circuit in proportion to an electrical
control signal.
It is located on the rear of the engine, vehicle
bulkhead side.
The exhaust gas is cooled upstream by an air/water
exchanger.
The valve is closed at rest.
The valve is opened and closed by an electric motor.
The motor activates a flap with an angular stroke of
0 - 90°.
The real operating range lies between 7° and 83° for
the minimum/maximum thresholds.
The connector is a 5 way type - blue error proofing.

The valve should close automatically if the control fails.


The progressive opening of the circuit permits the exhaust gas recirculation flow to be adjusted based on the
engine operation.
Position monitoring is measured by an integrated sensor (see specific section).
It supplies a voltage proportional to the flap opening.
© Delphi

4-56 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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The valve can be electrically checked with kit YDT521 - cable D.

4.9.5 Inlet air flap valve unit

The actuator is supplied by SIEMENS.


The flap valve unit allows forced EGR recirculation.
This unit is located between the exchanger and the
inlet manifold.
The flap is open when inactivated.
The valve is opened and closed by an electric motor.
The motor activates a flap with an angular stroke of
0 - 90°.
The connector is a 5 way type - black error proofing.

1 p y
01 o
The progressive opening of the circuit permits the exhaus gas recirculation flow to be adjusted based on the
engine operation.
/2 C
Position monitoring is measured by an integrated sensor (see specific section).
It supplies a voltage proportional to the flap opening.
08 nce

The valve can be electrically checked with kit YDT559 - Cable D.

4.9.6 DPF injector supply electric pump

This electric pump supplies the exhaust system


va

injector.
It is controlled electrically by the DCU.
Ad

It generates a pressure of 6 bar.


This pump is supplied from a takeoff in the LP return
circuit.
The connectors are locking quick-fit types that
require the YDT597 tool.
The lower bulkhead must be removed to obtain
access to this component.
The component configuration varies according to
the vehicle platform.
The connector is a black 2 pin type.
The pump can be electrically checked with kit
YDT709 - Cable A.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-57


I SPECIAL FEATURES OF THE SYSTEM

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4.9.7 DPF Injector

Injector supplied by DENSO.


This injector generates heat in the exhaust system
to regenerate the DPF.
It is located on the exhaust manifold outlet.
It is electrically managed by the DCU and a signal
informs the DCU of the "active/inactive" status.
The fuel supply is at 6 bar.
The connector is a grey 2 pin type and is located
next to the DPF electric pump.
The injector can be electrically checked with kit
YDT709 - Cable D.

1 p y
4.9.8 Oil vapour recycling heater 01 o
The actuator is supplied by HUTCHINSON / DBK.
/2 C
This actuator depends on the country in which the
vehicle is sold and the climate ("Cold" country
design).
08 nce

The heater helps the circulation of oil vapour or


recycling.
The connector is a 2 way type - blue error proofing.
The heater can be electrically checked with kit
va

YDT246 - Cable E (See note in the Tooling


section).
Ad

4.9.9 Fuel heater

Actuator supplied by MANN & HUMMEL.


It is located in the fuel filter for both
configurations (in the engine compartment or next
to the tank, under the vehicle) .
It has a 12V supply and has local regulation by
thermoswitch.
It heats the fuel for an external temperature less
than 0°C to a maximum fuel temperature of 25°C.
The connector is a 2 way type - red error proofing.
The heater can be electrically checked with:
- the kit: YDT246 - Cable E for the engine
compartment version.
- the kit: YDT330 - Cable B for the version
fitted next to the tank.
© Delphi

4-58 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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4.9.10 A/C compressor clutch

The ensemble is integral with the compressor.


It is controlled by a coil which sticks two discs
together.
The connector is a 2 pin type.
The electrical check can be carried out with the kit
YDT246 - Cable E or YDT709 - Cable A (See
note in the Tooling section).

1 p y
4.10 Pressure sensors 01 o
4.10.1 Rail pressure sensor
/2 C
Sensor supplied by CONTINENTAL.
The sensor informs the DCU of the fuel pressure in
08 nce

the rail.
Measurement range 0 to 2200bar (diag. threshold
at 2172bar, above this value, the sensor may be
saturated)
va

It is positioned perpendicular to the body of the rail


It is not permitted to remove it as there is a
Ad

risk of contaminating the system.


It supplies a voltage proportional to the fuel
pressure.
The connector is a 3 way type - red error proofing.
The sensor can be electrically checked with kit
YDT246 - Cable D (See note in the Tooling
section).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-59


I SPECIAL FEATURES OF THE SYSTEM

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4.10.2 Minimum oil pressure sensor

Sensor supplied by SYLEA / BITRON.


The sensor informs the DCU of the minimum oil
pressure based on the engine operation.
It is installed on the engine block, radiator side, and
is linked by a grey connector.
The minimum pressure signal is of the "On/Off"
type.
If the oil pressure is less than 0.5 bar, the switch
closes when the pressure falls.
Tightening torque = 35 Nm +/- 5
The connector is a 2 way type - grey error proofing.
The sensor can be electrically checked with kit
YDT246 - Cable E (See note in the Tooling
section).

1 p y
4.10.3 Atmospheric pressure sensor 01 o
The sensor is integrated in the DELPHI supplied
DCU.
/2 C
The atmospheric pressure sensor is integrated into
the DCU.
08 nce

It determines the air density (reduces with


80
ZZZZ 5
96ZZ DCM3 ~
XXXX
12V
MO XXXX
C_CE XXXX
DW10

altitude).
XXXX
S_ CMM_ XX XXXX
DD XX
XXXX
XXXX
HW

It is of the piezo electric type.


It supplies a voltage proportional o the
va

atmospheric pressure.
If there is a fault, the atmospheric pressure value
can be calculated from the inlet pressure in relation
Ad

to the engine speed - engine load conditions.


The atmospheric pressure value can be checked
with the DIAMAND YDT450/460 diagnostic tool
by displaying the dynamic parameters.

© Delphi

4-60 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


4.10.4 Refrigerant fluid pressure sensor

This sensor informs the DCU of the air conditioning


circuit pressure (see corresponding section).
This pressure should oscillate within a range.
It is located on the trunking that feeds the pressure
reduction valve.
The connector is a 4 pin type.

y
4.10.5 Inlet air pressure / temperature sensor

1 p
Sensor supplied by DENSO.
01 o
This sensor combines 2 functions:
/2 C
• Manifold pressure sensor.
• Manifold temperature sensor.
08 nce

The first function informs the DCU of the inlet


pressure.
This pressure should oscillate within a range.
va

The minimum value will be atmospheric pressure


(if there is no EGR flap) and the maximum value (2
bar at absolute pressure) will depend on the
Ad

variable geometry turbo(VGT).


It is of the piezo elec ric type. It supplies a voltage
proportional to the inlet pressure.

The DCU carries out calibration and consistency


tests in relation to the values and engine status (eg:
at idle speed, P = Atmospheric pressure).
It is located on the inlet manifold.
The connector is a 4 way type - grey error proofing.
The sensor can be electrically checked with kit
YDT280 - Cable B (See note in the Tooling
section).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-61


I SPECIAL FEATURES OF THE SYSTEM

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4.10.6 DPF differential pressure sensor

Sensor supplied by SENSATA / DENSO.


The sensor measures the difference in exhaust gas
pressure throughout the assembly (Catalyser /
Particle Filter).
The sensor has an appropriate electronic
component to boost the signal and to compensate
for the temperature.
It measures the level of DPF clogging.
The operating range is between -15 and +85 .

1 p y
The differential pressure sensor is fixed on the
bulkhead, next to the battery.
01 o
There must be no low point on the pipes to prevent
/2 C
falsifying the measurement.
Two flexible hoses provide a pneumatic connection
to the measurement points on the exhaust system.
08 nce

The two ends are positioned downwards.


If the sensor is positioned incorrectly, it can wrongly
detect a holed DPF resulting in the illumination of
the warning LED.
va

The connector is a grey 3 pin type


The sensor can be electrically checked with kit
Ad

YDT709 - Cable C (See note in the Tooling


section).

© Delphi

4-62 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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4.11 Temperature sensors:

4.11.1 Air temperature sensor (integral in air flowmeter)

Sensor supplied by HITACHI.


The air temperature probe is a negative
temperature coefficient resistor.
It is located inside the flowmeter.
The characteristic is identical according to
flowmeter diameter variants.
It measures the air temperature at the air filter
outlet.
The flowmeter consists of an assembly of fixed
components and must be replaced if faulty.
The flowmeter must be fitted on the air filter using
the correct tightening torques to prevent damage to

y
the seal.

1 p
01 o
Maximum tightening torque = 1.5 Nm for the clamp/filter bolts.
/2 C
The connector is a 6 way type - grey error proofing.
The sensor can be electrically checked with kit YDT710 - Cable C (See note in the Tooling section).
08 nce

4.11.2 Coolant temperature sensor

Sensor supplied by ELTH.


The coolant temperature probe is a negative
va

temperature coefficient resistor


The coolant temperature value should lie within a
certain range (–40° to +150°C)
Ad

The DCU carries out a consistency test to check for


temperature rise (+5°C minimum) after running for
a period (20 min).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-63


I SPECIAL FEATURES OF THE SYSTEM

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It is located on the coolant unit outlet.
The connector is a 2 way type - green error proofing.
It is clamped by a circlip and sealed with an O-ring.

CAUTION
It is located near the fuel temperature sensor on the
HP pump (identical connectors) : be careful to
correctly connect when fitting.

If there is a fault, the DCU uses a recovery mode:

y
• On initialisation : It replaces the value with the fuel temperature until a temperature threshold is
reached (30°C).

1 p
• While operating : It replaces the value with the fuel tem erature until a temperature threshold is
01 o
reached (30°C), then it uses a fixed value (80°C).
/2 C
The sensor can be electrically checked with kit YDT246 - Cable E (See note in the Tooling section).
08 nce

4.11.3 Fuel temperature sensor

Sensor supplied by DELPHI.


The diesel temperature sensor is a negative
temperature coefficient resistor.
va

The diesel temperature value is used to correct the


injection parameters and also to protect the fuel
Ad

tank in the event of a critical tempe ature.


The sensor is located on the HP pump housing.
The connector is a 2 way type - green error proofing.

© Delphi

4-64 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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CAUTION
It is located near the coolant temperature sensor on
the engine block (identical connectors) : be careful
to correctly connect when fitting.

The sensor can be electrically checked with kit


YDT246 - Cable E (See note in the Tooling
section).

4.11.4 Pre- and post- precatalyser temperature sensors

y
Sensor supplied by DENSO.

1 p
They measure the temperature before and after the
01 o
precatalyser by resistance variation.
/2 C
The operating range is from –30°C to +750 .
08 nce
va
Ad

each sensor is screwed directly onto the catalytic


converter.
Tightening torque = 15 Nm ± 5 Nm with nickel
grease on all threads.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-65


I SPECIAL FEATURES OF THE SYSTEM

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The two connectors are remote from the sensors.
The upstream sensor has green sleeving and the
downstream sensor has blue sleeving.
The sensor can be electrically checked with kit
YDT709 - Cable B.

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

4-66 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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4.12 Position sensors:

4.12.1 Crankshaft position sensor (CRANK)

Sensor supplied by ELECTRIFIL.


This is of the hall effect type (square wave signal)
with detection on the falling edge.
The target supplied by FREUDENBERG is placed
behind the crankshaft accessory pulley. It has 60 - 2
teeth.
It is used to synchronise the system for injection.
Synchronisation is carried out with 3 TDC max ie a
maximum of 3/4 of a revolution.
If the DCU does not receive this signal, injection is
suspended as long as the parameters are not
validated.

y
It informs the DCU of the engine speed. This

1 p
information is used to determine the instantaneous
speed of each cylinder. A unitary correction controls
01 o
the fuelling. If a fault is detected, a recovery mode
/2 C
is activated and injection for the faulty cylinder is
deactivated.
The DCU corrects the loss or appearance of one, two
08 nce

or three additional teeth (interference).


It is located on the engine block, next to the
crankshaft pulley, on the bulkhead side
Tightening torque = 10 N.m max
va

The connector is blue - 3 way - blue errorproofing.


Ad

The sensor can be electrically checked wi h kit YDT246 - Cable D (See note in the Tooling section).

4.12.2 Camshaft position sensor (CAM)

Sensor supplied by ELECTRIFIL / VALEO.


This is of the hall effect type (square wave signal).
The DCU correlates the presence of the camshaft
teeth with the flywheel teeth.
When starting, loss of the CAM signal causes the
engine to stop naturally due to synchronisation
waiting.
This signal is vital in the starting phase to
synchronise the injection with the engine cycle.
It can be calculated, when operating, by using the
engine speed sensor.

It is located in front of a 3 tooth target fixed to the camshaft, the connector is a 3-way type - white errorproofing.
Tightening torque = 10 N.m max
The sensor can be electrically checked with kit YDT246 - Cable D (See note in the Tooling section).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-67


I SPECIAL FEATURES OF THE SYSTEM

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4.12.3 VGT position sensor

Sensor supplied by CTS.


The position sensor sends a signal proportional to
the rod stroke on the control diaphragm.
The stroke corresponds to the displacement of the
control diaphragm rod.
The sensor is installed directly on the upper part of
the diaphragm.
The assembly is linked to the VGT body.
A thermally insulated intermediate harness links
the sensor and the engine harness.
The connector is a 3 way type - black error proofing.
This information connects the turbo control in a
closed loop during transitory phases and helps
estimate the pressure in an open loop based on

y
engine speed and load.

1 p
01 o
The sensor can be electrically checked with kit YDT246 - Cable D (See note in the Tooling section).
/2 C
4.12.4 EGR valve position sensor

Sensor supplied by VALEO.


08 nce

The sensor is an integral part of the EGR valve.


Its position allows EGR valve control and detects
jamming or seizure.
va

The sensor supplies a voltage proportiona to the


valve opening.
The connector is a 5 way type - blue error proofing.
Ad

The sensor can be electrically checked with ki


YDT521 - Cable D.

© Delphi

4-68 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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4.12.5 Inlet flap valve position sensor

Sensor supplied by SIEMENS.


The sensor is integral with the flap valve unit.
Its position ensures flap valve control and detects
jamming or seizure.
The sensor supplies a voltage proportional to the
valve opening.
The connector is a 5 way type - black error proofing.
The sensor can be electrically checked with kit
YDT559 - Cable D.

y
4.12.6 EGR exchanger by-pass position sensor

1 p
Sensor supplied by VALEO.
01 o
The sensor is integral with the by-pass flap valve
/2 C
control diaphragm.
The position allows flap valve control confirmation
08 nce

The sensor can also detect blockage or seizure of


the flap valve.
The sensor supplies a voltage propor ional to the
valve opening.
va

The connector is a 3 way type - blue error proofing


The sensor can be electrically hecked with kit
YDT246 - Cable D (See note in the Tooling
Ad

section).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-69


I SPECIAL FEATURES OF THE SYSTEM

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4.12.7 Accelerator pedal position sensor
There are two sensor types depending on the vehicle configuration:
• Electronic sensor : it is connected to the passenger compartment unit and the DCU.
The signal sent to the DCU is a PWM type.
• Two track sensor: it is connected to the DCU only.
There are two supplies and two independent tracks.
The pedal sensor has two measurement tracks.
The two signals are sent to the DCU:
• Signal for track n°1 between 0V and 4V.
• Signal for track n°2 between 0V and 2V.

The two tracks may have a different supply


voltage (depending on version).
A comparison is made between the input and
output voltages between 4.8V and 5.2V to

y
compensate for the variations in supply without

1 p
introducing a fault. 01 o
/2 C
Consistency tests are carried out to check the correct operation of the sensor (value within a range; signal stability;
08 nce

consistency with the brake pedal switch) for both configurations.


For this sensor there are two recovery modes
depending on the type of fault:
• "Reduced fuelling" mode.
va

• "Fixed fast idle" or "Limp home" mode.

The sensor may incorporate a "kick-down" switch to


Ad

allow for driver input :


• in Limited Vehicle Speed LVS mode to exceed
the setting.
• with Automatic Transmission to change
down (force a downchange to a lower gear).

The connector is a 6 way type - black error proofing.


© Delphi

4-70 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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4.13 Other sensors

4.13.1 Air flowmeter


Sensor supplied by HITACHI.
The flowmeter informs the DCU of the mass of the
inlet fresh air (mg/s).
It also integrates the air temperature sensor (See
Temperature sensor section).
It informs the DCU, which determines the flow and
rate of exhaust gas recycling in real time.
The signal sent to the DCU has a frequency that
avoids any signal interference.
The values must lie within a defined interval to
ensure proper combustion and relevant
diagnostics.

1 p y
01 o
/2 C
No leak is tolerated between the air filter, the flowmeter and the VGT under normal operating conditions.
The flowmeter consists of an assembly of fixed components and must be replaced if faulty.
The flowmeter must be fitted on the air filter using the correct tightening torques to prevent damage to the seal.
08 nce

Maximum tightening torque = 1.5 Nm for the clamp/filter bolts.


If there is a fault, the DCU uses a recovery value obtained from an engine speed - boost pressure map.
The flowmeter is a frequency type it uses a hot-wire cell.
va

The electronics measure the frequency at which the detection cell cools in contact with the air.
The greater the cell cooling the higher the air flow.
The frequency sent to the DCU is representative of the quantity of air flowing in.
Ad

CAUTION
Make sure that the flowmeter is fitted the correct way round (marking on top section). Do not touch the metal
grid. It is forbidden to clean the component using a blower jet. It is located between the air filter outlet and the
variable geometry turbo (VGT).

The connector is a six way type of which 4 are used.


The sensor can be electrically checked with kit YDT710 - Cable C (See note in the Tooling section).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-71


I SPECIAL FEATURES OF THE SYSTEM

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4.13.2 Oil level sensor

Sensor supplied by SIEMENS.


The sensor informs the DCU of the oil level at key-
on.
It is located on the engine block, next to the oil
gauge.
The connector is a 2 way type - green error proofing.
The sensor can be electrically checked with kit
YDT246 - Cable D (See note in the Tooling
section).

1 p y
4.13.3 O2 sensor 01 o
Sensor supplied by BOSCH.
/2 C
It is located between the turbo and the precatalyser
on the exhaust line.
The connector is remote from the sensor.
08 nce

The connector is black - 6 way.


Tightening torque = 20 N.m ± 5 N.m.
The sensor informs the DCU of the proportion of
oxygen present in the exhaust gas.
va

The sensor requires a minimum temperature to


work.
Ad

A heating resistor helps the probe to reach


operating temperature.
A +Batt supply provides the power necessary to
allow the sensor to reach operating temperature
rapidly.
The sensor can be electrically checked with kit
YDT529 - Cable D.

4.13.4 Accelerometer sensor

Unlike previous applications, the DW10CTED4 has


no accelerometer sensor.
The IGN strategy is replaced by analysis of the
instantaneous speed of each cylinder (SPC) from
the CRANK sensor (See PICL strategy section
2.2.7) .
© Delphi

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SPECIAL FEATURES OF THE SYSTEM I

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4.13.5 Water detector in the diesel filter

Sensor supplied by ZERTAN.


The detector informs the DCU and the driver that
there is water in the fuel (depending on export
country).
It is supplied with 12 V.
The operating range is from –30°C to +120°C.
Tightening after piercing of the bowl diaphragm :
2.5 Nm ± 10%.
Lubricate the seal before fitting.
This information can be supplied in the form of a
CAN message or via a wire link.
The detector is located on the lower part of the fuel
filter.

1 p y
The signal is subject to an anti-rebound feature to
prevent detection oscillation.
01 o
The driver is alerted by a warning light or a message
/2 C
on the display.
08 nce
va
Ad

The connector is a 3 way type - blue error proofing.


If the vehicle does not have a detector, position the
wiring connector in the location under the filter.
The detector can be electrically checked with kit
YDT246 - Cable D (See note in the Tooling
section).
© Delphi

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4.13.6 Brake pedal switch(es)

The system includes a single switch.


Its supply is outside the DCU.
The signal is of the "On/Off" -normally open type.
It is located on the pedal bar.

y
The signal is filtered by an anti-rebound device.

1 p
If there is disparity, the DCU inhibits the data and the cruise control. A fault code is activated.
01 o
4.13.7 Clutch pedal switch (es)
/2 C
There are 3 sensor variants, depending on the vehicle application:
• Sensor with "On/Off" type signal with a 25% d spla ement threshold
08 nce

• Sensor with "On/Off" type signal with a 75% displacement threshold.


• Proportional sensor on the clutch hydraulic transmitter

In all cases, the sensor informs the DCU of he status of the clutch pedal.
va

The sensor is located on the pedal assembly or the clutch transmitter.


The connector is a 2 way type for the "On/Off" versions and 3 way for the "proportional" version.
Ad

This information uses a wire link The signal s filtered by an anti-rebound device.
A consistency test checks if a certain speed has been exceeded (70 km/h) with no change in clutch status. This
test is carried out each time the ignition is turned on.
In "Cruise control" mode, this information inhibits the strategy during gear changing. If there is a fault, cruise
control is inhibited.
The recovery mode is cancelled after a positive consistency test. © Delphi

4-74 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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4.14 Information

4.14.1 "Key present" information


There are two configurations depending on the vehicle type and definition:
• Conventional system with a key attached to a
blip.

1 p y
01 o
/2 C
• Systems with recognition known as
"Keyfree".
08 nce
va
Ad

For the "keyfree"system, the central locking system detects proximity of the opening unit.
This system allows the vehicle to be started without getting the key out.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-75


I SPECIAL FEATURES OF THE SYSTEM

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Starting is done by simply pressing the start button.
Starting is possible only if the system detects that
the safety conditions have been satisfied (E.g,
"clutch in" for a manual gearbox or lever in "Park"
for automatic transmissions ....).
This information is used to determine the start of
the "power latch" phase.
The DCU obtains this information by monitoring the
voltage.
It determines if the key is in the passenger
compartment ( Status : "active"" or "inactive").

4.14.2 "Vehicle speed" information

y
This information comes from the ABS DCU or via a CAN message. It also informs the DCU of the vehicle speed.

1 p
4.14.3 "Battery voltage" information
01 o
/2 C
This information is used to determine the injection strategies. The value should lie between the minimum and
maximum thresholds. The signal is filtered to eliminate interference.
The PWM values (IMV ; EGR ; VGT....) are corrected depending on the bat ery voltage data.
08 nce

If there is a fault, a recovery value is used (12V).

4.14.4 "Sensor voltage" information


va

This information is used to check the sensor supply (5V).


It is used to correct the voltage value using a ratio. The correction only takes place in the range (4.7V – 5.3V).
If there is a fault, a recovery va ue is used (5V).
Ad

4.14.5 "Gear engaged" informat on


The gear selected information can come from the automatic transmission or the sequential gearbox via the CAN
or via a software function for manual transmission (the ratio between the speed and the engine speed correlated
using a correspondence table).
The DCU determines the variation in engine speed to determine if the clutch is engaged or not. Correlation is
carried out with the clutch pedal switch.
If a CAN message is used, the DCU reacts more quickly than for a software calculation.
The DCU applies torque correction to enhance driveability.
© Delphi

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SPECIAL FEATURES OF THE SYSTEM I

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4.15 LEDs

The LEDs controlled by the injection DCU are activated


by the CAN frames to this unit.
The control panel manages the following LEDs:
• Diagnostic LED
• Coolant temperature warning LED.
• Water present in the fuel.
• DPF LED
• Oil level LED
• Minimum oil pressure LED
• EOBD light
• Pre-post heating LED

1 p y
The diagnostic and EOBD LEDs can be grouped together as defined by the control panel according to the vehicle
generation.
01 o
/2 C
4.16 Default modes

A recovery mode has an effect which the driver will be aware of. It is seen by the illumination of the diagnostic LED and
08 nce

a change in engine performance.


Example :
Change to fast idle, reduced flow......
va

4.17 Recovery modes


Ad

A recovery mode substitutes safety values in place of real values. This mode has no tangible consequences for the driver.
Example :
If the coolant temperature is missing, the DCU replaces it with the fuel temperature between -40 and 30°C, then
progressively uses a constant of 80°C.

4.17.1 Diagnostic LED


The DCU controls the diagnostic LED on the instrument panel with a CAN message.
There are two operating modes:
• When the ignition is switched on:
The LED comes on then goes out, unless a fault is detected that requires the LED to stay on.
• During operation:
The LED comes on only if a fault is detected which requires the LED to light.

This type of fault triggers one of the engine recovery modes :


• Fast idle
• "Reduced fuelling" mode.
• "Optional reduced fuelling" mode.
• "Limp home" mode
• Timed engine stop
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-77


I SPECIAL FEATURES OF THE SYSTEM

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4.17.2 Fast idle
This recovery mode allows the system to compensate for a faulty component.

4.17.3 "Reduced fuelling" mode.


This mode is a voluntary reduction in performance.
It results in a limitation of the maximum torque, a maximum pedal request of 70% and a limitation of engine
speed, (around 105 Nm and around 3200 rpm).
This mode is activated progressively so vehicle behaviour is not suddenly affected.
This mode is cancelled when the fault disappears and the engine speed returns to idle speed or after the DCU is
reset.

4.17.4 "Optional reduced fuelling" mode.


This mode is a voluntary reduction in performance. This reduces the fuel flow by -3mg/stroke or -3.6mm3/stroke
maximum without lighting the diagnostic LED.

y
This mode is deactivated when the accelerometer fault is cancelled and the DCU has performed the injector quick

1 p
reset. 01 o
4.17.5 "Fixed fast idle" (Limp home) mode.
/2 C
This mode forces fast idle (1300 rpm) together with a zero pedal value
In this mode, a minimum level of mobility is preserved. This mode is activated progressively.
08 nce

This mode is cancelled after the fault has disappeared with detection of the "no load" position. The DCU changes
to the "reduced fuelling" mode to protect the engine.
The reduced fuelling mode is cancelled when the fault disappears and the engine speed returns to idle speed or
after the DCU is reset.
va

4.17.6 Engine stop


Ad

This mode forces the engine to stop to prevent serious damage to its components.

4.17.7 Timed engine stop


This recovery mode forces a progressive engine stop (timed over 30seconds) by reducing the injection parameters.
This strategy ensures that the driver's safety is maintained while ensuring the components are protected in the
event of a serious fault.

4.18 Engine torque

The DW10CTED4 engine has a torque structure.


The injection strategy is based on the management of the various torques in the system.
Calculation of the engine torque takes into account the driver's request and the various demands on the vehicle(air
conditioning; electrical consumption).
The DCU then determines the various injection parameters and the air inlet management strategy. Each consumer is
characterised by a torque map.
All the torque parameters are weighted according to operating values (coolant temperature; air temperature; atmospheric
pressure).
This structure allows an inter-system dialogue to take place to integrate the requirements of the ASR (anti-skid), the
ESP (stability control) and the gearbox type (automatic or manual).
© Delphi

4-78 DDNX354B(EN) - Issue 1 of 03/2011


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The DCU controls various different types of torque:

4.18.1 "Indicated" torque


This represents the torque which the engine should produce. This is the sum of the "driver request" and the
"resistant torque".

4.18.2 "Resistant" torque


This comes from the various consumers and mechanical losses in the engine.
=> Each consumer is characterised by a specific map dependent on engine speed.
=> Mechanical friction values are given by a map which depends on the engine speed and the engine
temperature.

4.18.3 "Driver request" torque

1 p y
This is calculated from the pedal position or the cruise control by using one of the two maps depending on the
gearbox ratio value.
01 o
It is filtered to increase driveability and compared to the idle speed controller torque request.
/2 C
In certain cases it can be overridden by the ESP, ASR, the auto transmission and the AOS.
The notion of "negative torque" exists to perform sharp decelerat on with a zero pedal position (no load).
08 nce

The maximum engine torque is calculated as a function of various criteria. It is weighted to comply with the
following parameters:
• Limitation of smoke emissions.
• Limitation of engine stresses (cylinder pressure; exhaust temperature).
va

• Protection of the transmission components.


• Requested pressure in the rail.
Ad

Note : For smoke emissions, the torque is a function of the engine speed and the air flow. It can be increased as
a function of the coolant temperature to improve moving off when the vehicle is cold.
The maximum torque is limited depending on:
• The fuel temperature (exceeding a threshold and weighted by the vehicle speed).
• The coolant temperature (anti-boil protection).
• Vehicle speed.

4.18.4 Driver torque request filtering


The torque request is filtered by the driver request. This filter acts on the driver torque and the resistant torque.
Filtration is prevented if the speed is too low or if a change of gear is detected.
Filtration is divided into two zones:
• During acceleration.
• During deceleration.

The correction coefficients are mapped as a function of:


• The engine speed.
• The gear engaged
• The difference between the various torque values.
© Delphi

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4.19 Engine status

The engine operating strategy distinguishes several states:


• Engine off (ignition off and engine speed zero).
• Engine in starting phase (ignition on and engine speed low but increasing up to idle speed).
• Engine running (engine speed greater than or equal to idle speed).
• Engine stalling (engine speed less than idle speed and engine "running" flag active).

There is an additional state known as the "Power latch" phase. This function is active when the ignition is turned off and
the engine "running" flag was active.
During this period, the DCU activates post cooling if the conditions are present (maximum duration: 6 minutes). The
processor also updates the software data ready for the next time the engine is started.

4.20 Idle speed management

Management of the idle speed is based on two main criteria:

y
• The idle speed.

1 p
• The idle torque. 01 o
The strategy includes:
/2 C
=> The gear selected in the gearbox as well as the coolant temperature. When cold, the idle speed is increased. The
DCU integrates the requests from the main electrical consumers in the passenger compartment (de-icing).
=> The voltage level of the battery. If this is too low, the idle peed is increased
08 nce

=> Control of the air conditioning compressor to compensate for variations in power.
=> Control of the preheating plugs to compensate for variations n power.
=> Control of engine cooling to compensate for variations in power.
va

=> Faults linked to the consistency test with the brake pedal sw ch and the recovery mode (Limp home).

Management of the idle speed is cancelled if the vehicle speed and/or the engine speed is greater than the parameters
Ad

of the map.

© Delphi

4-80 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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4.21 Rail pressure management

4.21.1 Principle
The rail pressure operates in a closed loop.
The sensor is located on the rail and informs the DCU of the actual pressure in the rail.
The DCU adjusts the control of the IMV as a function of this value and the new operating parameters (acceleration,
deceleration).

Actuator IMV
_Full opening without supply
_Control for closing.
IMV located on the
HP pump
DCU

Signal in

y
1
1

PWM HP sensor (located


on the rail)

1 p
Signal
01 o in Volts
Pulses
/2 C
in μs

Driver request and sensor


08 nce

information 4 injectors
_Pulse > MDP injection/cylinder
_Pulse < MDP discharge/valve
va

The rail pressure is taken from maps according to the operating phases.
In the starting phase, it is a function of the indicated torque and the engine coolant temperature.
Ad

When the engine is running the rail pressure setting is a function of the engine speed and the indicated torque.
This setting is weighted according to the air and coolant temperatures.
The rail pressure is limited:
• The maximum threshold depends on fuel temperature and engine speed (HP pump protection).
• The minimum threshold depends on the quantity of inlet air flowing in.

Variations in rail pressure are limited to reduce engine combustion noise.

CAUTION
When the engine is stopped, fuel is still pressurised in the rail. It is vital to wait for a minimum of 10 minutes
before working on the system.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-81


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


4.21.2 Pressure increase
This function is provided by the IMV low pressure actuator on the HP pump and the DCU.
Depending on driver input and other parameters, the DCU controls the actuator to increase the fuel volume flowing
to the high pressure stage of the pump.
The DCU adjusts the actuator control to reach and regulate the required pressure setting.

Note:
When there is no power supply, the IMV is fully open as far as the high pressure pump stage is concerned.

The "mechanical" limiter fitted to the HP pump allows the circuit to be opened above the setting threshold and to
activate the recovery strategy.

4.21.3 Pressure discharge


The principle is to close the IMV and to successively apply very short pulses to each injector.

y
These pulses are sufficiently long to lift the valves and put the rail in direct communication with the return circuit

1 p
but are short enough to avoid the injector needle lifting and injecting into the cylinder.
These pulses are part of the pressure control strategy and are specific to each injector.
01 o
If the detection strategy associated with the CRANK se sor (which replaces the accelerometer) is faulty, the
/2 C
discharge is inhibited and the recovery strategy is activated
A strategy of discharge via the injectors when the engine is running al ows the pressure in the rail to be reduced
08 nce

without influencing the injection into the cylinders


The fuel is taken up by the vacuum in the venturi in the return circuit
va

4.22 Injection phasing

Phasing describes the injection strategy management in


Ad

PMH
the engine cycle.
There are three types of injection : -110°

• The pilot injection. Pilot Injection


• The main injection.
• Post injection. -40° +10°
Engine cycle
Phasing corrections depend on: Main Injection
• Coolant temperature.
• Air temperature.
+15° +160°
• Fuel temperature
Post injection
• Atmospheric pressure
• Engine speed
• Torque requested.
• Rail pressure

All the phasings are mapped:


• Pilot injections : (between 110° before TDC and TDC).
• Main injection: (between 40° before TDC and 10° after TDC).
• Post injection (DPF): (between 15° after TDC and 160° after TDC).
© Delphi

4-82 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

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The time separating the end of one injection pulse and the start of the next injection pulse may not be less than 200
μs (electrical separation - around 2.4° at 2000 rpm).

4.23 Injected fuel flow

The fuel flow represents the volume of fuel injected in the various phases of the engine cycle.
There are three types of fuel flow:
• The pilot injection flow.
• The main injection flow.
• Start of post injection.

Flow corrections depend on the following parameters :


• Coolant temperature.
• Air temperature.
• Fuel temperature

y
• Atmospheric pressure
• Engine speed

1 p
• Torque requested.
• Rail pressure
01 o
/2 C
The starting main fuel flow is specific. The starting phase is identified as being for an engine speed less than 800 rpm.
The fuel flow determined must allow torque to be produced at the lowest engine speed and to maintain this for the entire
08 nce

starting zone. In the same way, the flow of the pilot injection is specific for this zone.
All the fuel flows are mapped.
For post injection the fuel flow depends on the type of post injection. There are several types of post injection:
• Thermal post injection
va

• Catalytic post injection


• DPF post injection (not applicable for this application).
Ad

All the injections interact. When the flow of a pilot injection is changed the DCU adjusts the fuel flow for the main injection
to regulate the production of engine torque. In the same way, the type of post injection will affect the main injection.
If no post injection is activated, the fuel flow is zero.
© Delphi

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I SPECIAL FEATURES OF THE SYSTEM

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4.24 EGR management

4.24.1 Principle

Exhaust gas

Valve control
EGR valve
with position
sensor
Valve position signal
1
1

On/Off SV control

EGR By-
Cooling circuit
By-pass position signal
pass +
position

Combined air
Temperature and temperature
pressure signal and pressure
sensor Air/coolant
Temperature and flow PWM control exchanger
signal Flap valve position
signal

y
EGR flap valve with position
sensor

1 p
Cool Inlet air
temperature VGT
air Intercooler Inlet air manifold
and flow.
01 o
/2 C
The EGR system aims to reduce pollutant Inlet air setting with EGR (mg/st)
08 nce

emissions, especially Nox (Nitrogen Oxide).


Recirculation of the burnt gas reduces the
proportion of oxygen in the combustion chamber.
8 0
The system takes the following parameters and
va

700
elements into account :
600
• Fresh air flow information.
500
• Air temperature.
Ad

Engine
400 torque
• An electric EGR valve. 1000
(N m)
300
• A pneumatic EGR diaphragm/flap. 200
2000

• A vacuum pump. 0
50 3000
Engine speed
• A flap control solenoid valve. (rpm)
100
150

• An exhaust gas/cooling circuit exchanger.

By acting on the EGR valve, the proportion of fresh air / burned gas entering the engine can be adapted.
The EGR setting is calculated from an "engine speed / indicated torque" map.
The EGR setting directly indicates the fresh air flow which should be allowed and is measured by the flowmeter.
It increases with engine speed and torque and is therefore inversely proportional to the volume of exhaust gas.
This setting is adjusted by the coolant and air temperatures and the vehicle speed.
There is no EGR function beyond 3000 rpm and 150 Nm.
© Delphi

4-84 DDNX354B(EN) - Issue 1 of 03/2011


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EGR regulation is activated if the following conditions are met:
• No fault on the flowmeter and the valve.
• No recovery mode active.
• Engine running for a minimum time period.
• Sufficient torque requested.
• Sufficient battery voltage.
• Limited duration at idle speed (avoids overheating at the inlet).
• Sufficient engine speed
• Sufficient speed.
• Consistent coolant temperature.
• Consistent air temperature.
• Consistent atmospheric pressure

Consistency tests allow faults to be detected (seizure, jamming or leaks) by comparing the variations in air flow
to the setting applied.

1 p y
4.24.2 Catalytic converters 01 o
The exhaust gas is processed using a primary catalytic converter and a catalytic converter.
• Primary catalytic converter:
/2 C
- It is located between the engine and the vehicle bulkhead.
- This is fitted rigidly on the VGT and on the main catalytic converter using a flexible mounting.
08 nce

- It primes and prepares the reaction in the main catalytic converter.

• Main catalytic converter:


- It is located in the same body as the DPF.
va

- It has a lateral thread for a temperature sensor.


- It is in one piece and is connected by a flexible link to the precatalyser to absorb engine movement.
- It is of the two way type.
Ad

- It reduces emissions of carbon monoxide (CO) and hydrocarbons (HC) into the atmosphere.

In the case of Denox type emission control, it reduces the amount of nitrous oxide emissions (depending on
depollution version).
In this case it is a 4 way system with specific post injection management.
© Delphi

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4.25 Engine cooling

The control strategy for the fan(s) must ensure engine


cooling during and after operation. Air conditioning
Fan control
management
To do this the system takes into account the engine
coolant temperature and the ventilation requirements VAN L VAN H
from the air conditioning system and automatic
transmission cooling. VAN H CAN H
Passenger
The function must also ensure the following functions: Control compartment Injection DCU
panel unit

• Transmit information on the CAN network. VAN L CAN L


=> Coolant temperature for the other ECUs.
=> Temperature warning for the instrument
Injection
panel display. Temperature parameter
=> Request to stop operation of the air LED adjustment
conditioning compressor.
=> Fan rotation information.

y
• Supplying the circuits during all operating phases.

1 p
• provide an emergency mode in the event of a fault.
01 o
The control is of the "continuous speed" type.
/2 C
Control is via a PWM signal to a chopper (current chopping). The PWM signal is corrected depending on the battery
voltage. Cooling is linear.
08 nce

The control threshold is from 96°C engine with a 20% PWM. It ncreases linearly to 100% for 105°C. The PWM may be
corrected by the ancillary equipment : AC, automatic transmission...
Post fan cooling will take place if the measured temperature is greater than normal after the engine has stopped. It can
take place in the same phase as the power latch The fan speed will be constant and the duration proportional to the rise
in temperature, but with a maximum limit of six minutes.
va

The cooling function is determined during programming of the DCU and the unit depending on the vehicle equipment.

CAUTION
Ad

It is possible that the vehicle has an electrically controlled thermostat. The cooling strategy will integrate this parameter.

Cooling is diagnosed by the DCU.


If the DCU does not detect a signal after 15 seconds it generates a fault code which is specific to each case.
If the temperature sensor is faulty, a recovery mode is activated. It causes:
• Operation of the fan(s) at high speed.
• Stopping of compressor operation
• Illumination of the coolant temperature LED

If a fan or one of the control outputs raises a fault, a fault mode is activated. This causes a reduction in the warning
thresholds.
© Delphi

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4.26 Additional heating

There are several additional heating systems, depending on vehicle type:


• By air/coolant exchanger with the exhaust gas.
• By electrical resistance elements in the coolant circuit.
• By electrical resistance elements in the passenger compartment air circuit.
• By additional heater (WEBASTO type).

Passenger VAN H CAN H


Passenger
compartment
compartment Injection DCU
temperature
management unit
VAN L CAN L

Heater 1 command
Heater 2
command

1 p y
01 o
Taking into account the engine output, it is necessary to assist the increase in passenger compartment temperature
/2 C
under low temperature conditions.
The DCU manages the associated actuators, depending on the technology used (relays ; solenoid valves......).
08 nce

Operation depends on :
• External temperature.
• Coolant temperature.
• Battery voltage.
va

• Engine operating time.


• Engine speed
Ad

For most vehicles, an elec rical resistance element has


been chosen and is located n the heater block.
If there is an additional combustion heater
(WEBASTO....), the fuel supply is a take off from the
engine circuit as for the DPF pump.
© Delphi

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4.27 A/C management

4.27.1 Description

Dashboard air conditioning


request Fan control

VAN H CAN H
Passenger Refrigerant fluid
Air conditioning
compartment Injection DCU pressure sensor
DCU
unit (pressostat)
VAN L CAN L

Compressor control Injec ion parameter


adjustment

y
The CAN network enables dialogue between:

1 p
• This unit.
• The cooling DCU.
01 o
/2 C
• The injection DCU.

4.27.2 Components
08 nce

The passenger compartment unit :


This unit centralises the cooling request from the CAN frame with the name "AC TH". The DCU authorises or
rejects the request using "AC OUT".
va

It transmits this to the cooling and injection ECUs.


The passenger compartment A/C ECU :
Ad

It controls the cooling circuit pressure parameters


It requests the option to engage the compressor us ng a CAN message to the injection DCU.
It transmits the circuit pressure value to adjust the fan control.
The injection DCU :
It receives the cooling request (CAN).
It authorises the activation or deactivation of the A/C compressor clutch.
It modifies the injection parameters to compensate for the power take-off.
The continuous pressure variation pressostat :
• This safety device is installed on the drier tank in the refrigerant circuit. It consists of an analogue pressure
sensor which sends a signal based on the coolant pressure value to the engine DCU (wired link).
The DCU sends this value to the CAN for the AC DCU. If there is a fault, the DCU uses a recovery value and
the compressor control is deactivated.
It features the same functions as for the switches. In addition, it continuously adjusts the fan cooling setting
in line with the fluid pressure.
© Delphi

4-88 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


The compressor :
This consists of an electric actuator (coil) and a
mechanism (plate, springs and friction discs).
It is controlled by the DCU, which receives the A/C
refrigeration request.
The ECU can temporarily block the compressor
status to prevent hesitation (e.g. during the clutch
phase, full engine load.....).

y
4.28 Pre/post heating (PPH)

1 p
4.28.1 Principle
01 o
/2 C
The system comprises a pre/postheating unit located in the engine compartment and four plugs screwed into the
front of the engine block.
08 nce

Coolant and air temperature PPH unit


DCU
sensors
Control
va

Diagnostics
Ad

4 PPH
CAN network
plugs

Combination LEDs

The unit is an EOBD type and is controlled by the DCU.


The plugs are controlled and diagnosed individually from the PPH unit.
A 4-way intermediate connector located close to the distribution housing provides a link with the plugs.
The electrical components can be checked with kit YDT330 - Cable D.
The engine coolant temperature determines the operating time for the pre/post heating system.
The starting phase corresponds to the minimum time to reach idle speed.
It is a function of the combustion chamber temperature which influences combustion of the fuel.
The strategy determines the operating conditions for the plugs via the relays.
When the temperature is less than -10°C, the pressure obtained at the end of compression is not sufficient to ignite
the fuel.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-89


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


The fuel remains in the piston combustion bowl. At the next compression, as the temperature increases, the air
- fuel mixture ignites and can cause a risk of damage to the engine (pressure exceeds the tolerance).
The strategy is only authorised if the battery voltage is sufficient to supply the relay and the plugs.
Initially, the relays operate as a function of the engine coolant temperature.
Reference values:

Coolant temperature Preheating control duration PPH LED illumination duration


(°C) (s) (s)
-30 30 15
-25 25 13
-18 20 9
-10 10 5
-5 10 5

y
0 10 0

1 p
5 01 o 10 0
10 0 0
/2 C
(Value for Patmos = 1000 mbar)
In a second stage, the relays are controlled depending o the torque request.
08 nce

The DCU prevents the supply to the plugs if the torque is high.
This strategy is active as long as the idle conditions are not reached.
Reference values:
va

Coolant temperature Preheating control duration PPH LED illumination


(°C) (s) (s)
Ad

-30 130
-25 130
-18 130 No
-10 130 illumination
0 130 of
15 180 warning LED

30 180
50 0

(Value for Patmos = 1000 mbar)

4.28.2 PPH unit


The unit is supplied by NAGARES.
It is located either next to the battery near the engine supply unit in the wheel arch, or near the right hand side of
the engine, depending on the type of vehicle.
© Delphi

4-90 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

1 p y
4.28.3 Diagnostics (PPH)
01 o
/2 C
The DCU diagnoses the pre/post heating function.
This function can be transmitted by wire or by CAN frame. This information is binary.
The DCU generates a fault code specific to each type of fault
08 nce

The DCU activates the PPH LED on the instrument panel, through the CAN network to inform the driver of a fault.

4.28.4 LED (PPH)


va

The driver is informed of the status of the pre/post


heating by the illumination of the LED on the
instrument panel when the ignition is turned on.
Ad

When the LED goes out this indicates activation of


the starter is possible
The duration of the LED illumination depends on the
coolant temperature, the battery voltage and the
atmospheric pressure.
This LED only illuminates once when the ignition is
turned on.
If there is a fault in the pre/post heating system the
LED remains on during engine operation to inform
the driver.
If the PPH unit supplies the plugs permanently due
to a fault, the DCU activates a recovery mode with
reduced fuelling to safeguard the engine.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-91


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


4.28.5 Plugs (PPH)

the plugs are supplied by NGK.


The engine has one plug per cylinder.
They are located under the air inlet plenum
chamber.
Each plug is separately supplied by the PPH unit.
The plugs must be tightened using a torque wrench.
Failure to observe the tightening torque (10 to 15
N.m) will damage the cylinder head sealing face.
Because of this location, a sub-harness is used to
connect to the main engine harness.
This 4-way connector is located between the fuel
filter and the air intake plenum.
It is therefore possible to test the plugs form this
connector using the cable provided with YDT330 -

y
Cable D.

1 p
01 o
/2 C
08 nce
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Ad

© Delphi

4-92 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

4.29 Optional equipment

4.29.1 Vehicle cruise control and speed limiter (VCC or LVS)

This equipment is activated from the steering


wheel.
The system includes:
• A 3-way "On/Off" switch with cruise control or
speed limiter options.
• An instantaneous speed memory.
• A "+ and -" control to adjust the setting.
• An integrated strategy with the unit and the
engine DCU.
• A "redundant" brake pedal switch.
• A VCC or LVS LED on the control panel.

y
Activating the switch informs this unit of the driver's

1 p
request. 01 o
This unit sends the information via the CAN to the engine DCU.
/2 C
The driver adjusts the speed setting. This function requires a minimum speed of 60 km/h to operate.
The strategy monitors actions on:
• The accelerator pedal :
08 nce

In cruise control mode, the driver may accelerate, as soon as he releases the accelerator, the cruise control
system returns to the last cruising speed setting.
In speed limiter mode, the driver may accelerate the strategy retains the selected setting.
va

However, if the pedal is pressed to its maximum position, the setting will be deactivated; the driver's request
and the limiter will be react vated once the speed has decreased to below the last memorised setting.

• Brake pedal:
Ad

Any action at the brake pedal overrides the cruise control strategy. The driver must reset the cruising speed
to restore the strategy.

• The clutch pedal :


Cruise control is deactivated while the clutch pedal is being pressed in order to adapt the engine parameters
to this transition zone.

• The "+ and -" control :


The cruising speed can be increased or decreased whilst the cruise control is active to suit the driver's wishes.
The driver can temporarily suspend the cruise control function by pulling the control towards him in one
short movement. It can be reactivated by the driver pressing "+ or -" again.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-93


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


With a manual gearbox, a consistency test (between the speed setting and the gear selected) will authorise
activation of the cruise control.
Peripheral equipment such as ESP acts directly on the cruise control.
The information is supplied by the CAN or directly on the engine DCU.

CAUTION
If the engine DCU is in default mode or recovery mode, the cruise control/speed limiter function is disabled.

4.29.2 "Durashift" automatic transmission.


This equipment completes the FORD vehicle ranges.
The system includes:
• A mechanical unit coupled to the engine.
• Transmission and torque management
through a converter (only on the A/T).
• With a selector in the passenger compartment

y
to activate the drive.

1 p
- M : "Manual" or on semi-automatic by
paddles.
01 o
- A : "Automatic".
/2 C
- N : "Neutral" - No gear selected and
engine rpm can vary freely.
08 nce

- R : "Return" or reverse.
- P : "Parking" (only A/T).
va

• A grid for semi-auto/sequential mode.


• A selector to adapt to driving style (only A/T: normal ; snow or sport ).
Ad

• A special DCU.
• A display for the selector status.

The pedal floor only has a large brake pedal &


accelerator.
Communication between the engine DCU and the
automatic transmission is managed by the CAN.
Driveability is managed through driver input and
the mechanical parameters of the engine and the
automatic transmission.
During gear changes, the engine DCU manages the
torque to minimise jerking and maintain the
continuity of the automatic transmission.
The vehicle cruise control/speed limiter function
(CC / LVS) is the same as for the manual gearbox
(less the clutch pedal).
© Delphi

4-94 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM


However, this type of transmission means that the driver must use special control combinations:
• The driver must have their foot on the brake to move the selector out of the Parking position.
• The driver must have their foot on the brake during the shift from "D" to "R".
• The position "P" or "N" must be selected to switch the ignition off.
• Refer to the vehicle manufacturer's manual.

CAUTION
The automatic transmission DCU contains its own dedicated diagnostics.
Only faults in common and transmitted by the CAN can be present in the engine DCU.
The automatic transmission also has its own reduced performance (limp home) or recovery modes.
Programming must take this equipment into account.

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 4-95


I SPECIAL FEATURES OF THE SYSTEM

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM

1 p y
01 o
/2 C
08 nce
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Ad

© Delphi

4-96 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

COMPONENT PLACEMENT

5.1 COMPONENT PLACEMENT

5.1.1 Engine compartment


The location of components in the engine compartment is similar on all FORD vehicles.

1 Engine relay unit 18 Battery


2 Fuel filter 19 Solenoid valves (1 PWM - 1 On/Off)
3 Fuel heater 20 Water detector
4 High pressure pump 21 Air conditioning pressure sensor
5 IMV 22 Inlet air flap valve with position sensor
6 Venturi 23 DPF Injector
7 Fuel T° sensor 24 EGR by-pass position sensor
8 Injector (x4) 25 PPH relays
9 Fan (chopper) 26 PPH plugs (x4)
10 Air conditioning compressor 27 Inlet air P &temperature sensor

y
11 CAM camshaft position sensor 28 Fuel priming bulb if present

1 p
12 CRANK engine speed sensor
01 o 29 DPF delta P sensor
13 Flowmeter and air temperature sensor 30 Catalyser T° sensors (connector)
14 Coolant T° sensor 3 Valve and EGR position sensor
/2 C
15 Rail P sensor 32 VGT and position sensor
16 Tubular rail 33 Twin outlet vacuum pump
08 nce

17 DCU& atmospheric pressure sensor 34 Oil vapour heater


va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 5-97


I SPECIAL FEATURES OF THE SYSTEM

COMPONENT PLACEMENT
5.1.2 Ford Mondeo passenger compartment

1 Instrument panel 6 Clutch pedal switch


2 Messaging service 7 Aerial, if there is a key (Transponder)
3 16-pin diagnostic socket 8 A/C / compressor management
4 Dual brake pedal switch 9 Cruise control/speed limiter
5 Accelerator pedal sensor 10 "Power" button

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

5-98 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

COMPONENT PLACEMENT
5.1.3 Ford Galaxy / S-Max passenger compartment

1 Instrument panel 6 Clutch pedal switch


2 Messaging service 7 Aerial, if there is a key (Transponder)
3 16-pin diagnostic socket 8 A/C / compressor management
4 Dual brake pedal switch 9 Cruise control/speed limiter
5 Accelerator pedal sensor 10 "Power" button

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 5-99


I SPECIAL FEATURES OF THE SYSTEM

COMPONENT PLACEMENT
5.1.4 Ford Kuga passenger compartment

1 Instrument panel 6 Clutch pedal switch


2 Messaging service 7 Aerial, if there is a key (Transponder)
3 16-pin diagnostic socket 8 A/C / compressor management
4 Dual brake pedal switch 9 Cruise control/speed limiter
5 Accelerator pedal sensor 10 "Power" button

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

5-100 DDNX354B(EN) - Issue 1 of 03/2011


SPECIAL FEATURES OF THE SYSTEM I

COMPONENT PLACEMENT
5.1.5 Ford C-Max passenger compartment

1 Instrument panel 6 Clutch pedal switch


2 Messaging service 7 Aerial, if there is a key (Transponder)
3 16-pin diagnostic socket 8 A/C / compressor management
4 Dual brake pedal switch 9 Cruise control/speed limiter
5 Accelerator pedal sensor 10 "Power" button

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 5-101


I SPECIAL FEATURES OF THE SYSTEM

COMPONENT PLACEMENT
5.1.6 Ford Focus passenger compartment

1 Instrument panel 6 Clutch pedal switch


2 Messaging service 7 Aerial, if there is a key (Transponder)
3 16-pin diagnostic socket 8 A/C / compressor management
4 Dual brake pedal switch 9 Cruise control/speed limiter
5 Accelerator pedal sensor 10 "Power" button

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

5-102 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.1 CLEANLINESS CONDITIONS

Summary : Cleanliness conditions

Caution Cleanliness recommendations must be applied


when opening the Common Rail system.

Cleaning / Vacuuming / Protection


• Clean component environments using a clean brush and a solvent.
• Vacuum the components.
• Plug the components as soon as the circuit has been opened.
• Use lint-free cloths to protect other components from splashes and drips.
General rules

y
• Use a new plug.

1 p
• The plugs must be discarded after use.
• Store the components in a clean location away from external contamination and oxidation.
01 o
• Remove protective plugs only at the time of connecting the omponent into the system.
/2 C
Working on the injectors
• If the injector shows signs of combustion, do not reuse it.
08 nce

• If the injector has to be reused, clean it using a solvent.


• Do not use any metal brushes.
• Replace the injector clamp bolts every time they are removed.
• Replace the sealing washer every t me an injector is removed.
va

Working on the HP tubes


• Clean and vacuum the capnuts
Ad

Note:
A used HP pipe must not be reused.

Cleaning requirements References


Cleaning products Carclean type
Clean brush (soft bristles) N/A
Lint-free cloths N/A
Clean container N/A
Vacuum cleaner YDT205
Long vacuum cleaner nozzle YDT255 included in the kit YDT250
Clean plugs and caps from the dispenser YDT480
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-103


II REMOVAL / REFITTING

SUMMARIES

6.2 PLUGGING

Allocation of plugs from the dispenser YDT480

1 p y
01 o
/2 C
08 nce
va

Components Allocation: On component: On vehicle:


Ad

HP pump LP inlet type F type M


LP utlet type H type G
Venturi type A Type A
HP connector type K type D
Injector HP connector type K type D
LP return type A type A
Nozzle type L 9109-913
included in the kit YDT250
Rail : HP connector type K type D
HP pipes HP connector type D type D
Filter LP inlet type M type F
LP outlet type F type M
© Delphi

6-104 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.3 RAIL/INJECTOR HIGH PRESSURE PIPE

Summary : Rail/Injector high pressure pipe

Important This file is a summary of points to be remembered when


removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors.
The chamfered nuts are located on the rail side.
Any operation on the HP pipes for cylinders 1 & 3 requires prior removal of the pipes for cylinders 2 & 4.

1 p y
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS
01 o
Special tooling Part number
/2 C
DIAMAND YDT450 / YDT460
Sockets for HP pipe YDT339 / YDT512
08 nce

Vacuum cleaner YDT205


Long vacuum cleaner nozzle YDT255 included in the kit YDT250
va

Access to component Special features


Removal of the windscreen opening pan l See section PRELIMINARY OPERATIONS
Ad

Resetting Special features


Check the sealing of the HP connectors. Using the leak detection cycle as necessary

Schedule Time (h) Preliminary operations


1 Rail / Injector HP pipe(cyl. 2 & 4). 0,7 Inclusive
1 Rail / Injector HP pipe(cyl. 1 & 3). 0,8 Inclusive
1 HP Pipe Pump / Rail 0,7 Inclusive
4 Rail / Injector HP pipes 1 Inclusive
Set of 5 HP pipes 1,2 Inclusive

Component(s) to tighten Torque


HP pipes on pump pre-torque to 18 Nm ± 2
HP pipes on injectors then torque to 27 Nm ± 2
1. pump or injector side.
HP pipes on the rail (chamfer with black nut)
2. rail side.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-105


II REMOVAL / REFITTING

SUMMARIES

6.4 RAIL

Summary : Rail
Important This file is a summary of points to be remembered when
removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS

y
Special tooling Part number

1 p
DIAMAND 01 o YDT450 / YDT460
Additional kits for electrical diagnostics YDT481 / YDT246
/2 C
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Vacuum cleaner YDT205
08 nce

Sockets for HP pipe YDT339 / YDT512


Long vacuum cleaner nozzle YDT255 included in the kit YDT250
va

Access to component Special features


Removal of the windscreen opening panel See section PRELIMINARY OPERATIONS
Ad

Resetting Special features


Check the sealing of the HP connectors. Using the leak detection cycle as necessary
Check the sealing of the HPS sensor. Use the cycle activated by the diagnostic tool

Schedule Time (h) Preliminary operations


Rail with set of 5 HP pipes 1,5 Inclusive

Component(s) to tighten Torque


pre-torque to 18 Nm ± 2
then torque to 27 Nm ± 2
HP pipe connections (chamfer with black nut rail side)
1. pump or injector side.
2. rail side.
Rail/Cylinder head fixing 22 N.m ± 2
© Delphi

6-106 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.5 INJECTOR

Summary : Injector
Important This file is a summary of points to be remembered when
removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors
Check the condition of the injector before refitting (traces of combustion, damage, ...)
Make sure that the flameproof washers are not stuck in the injector wells

y
Replace the injector clamp bolts

1 p
Before starting component removal, carry out all preliminary operations See section PRELIMINARY OPERATIONS
01 o
/2 C
Special tooling Part number
DIAMAND YDT450 / YDT460
08 nce

Additional kits for electrical diagnostics YDT481 / YDT246 / YDT330 / YDT471


Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Vacuum cleaner YDT205
va

Sockets for HP pipe YDT339 / YDT512


Long vacuum cleaner nozzle YDT255
Ad

Flameproof washer extraction too YDT256 included in the kit YDT250


Injector well cleaner YDT252
Injector extractor YDT522

Access to component Special features


Removal of the windscreen opening panel See section PRELIMINARY OPERATIONS
Remove the corresponding injector harness N/A
Remove the backleak circuit N/A
Remove the corresponding HP pipe Section REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE

Resetting Special features


Upload the new C3I into the DCU (if needed). Ensure the correct cylinder allocation is observed.

Schedule Time (h) Preliminary operations


1 injector with HP pipe 1 Inclusive
4 injectors with HP pipes 2,8 Inclusive
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-107


II REMOVAL / REFITTING

SUMMARIES

Component(s) to tighten Torque


Injector clamp bolt 7 Nm + 55° ± 5
HP pipes on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
then torque to 27 Nm ± 2
HP pipes on injectors 1. pump or injector side.
2. rail side.

1 p y
01 o
/2 C
08 nce
va
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© Delphi

6-108 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.6 PUMP/RAIL HIGH PRESSURE PIPE

Summary : Pump/Rail high pressure pipe

Important This file is a summary of points to be remembered when


removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS

y
Special tooling Part number

1 p
DIAMAND 01 o YDT450 / YDT460
Sockets for HP pipe YDT339 / YDT512
/2 C
Vacuum cleaner YDT205
Long vacuum cleaner nozzle YDT255 included in the kit YDT250
08 nce

Access to component Special features


Removal of the windscreen opening panel See section PRELIMINARY OPERATIONS
va

Removal of air flowmeter + air duct N/A


Battery removal N/A
Ad

Resetting Special features


N/A N/A

Schedule Time (h) Preliminary operations


1 HP Pipe Pump / Rail 0,7 Inclusive

Component(s) to tighten Torque


HP pipe on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
then torque to 27 Nm ± 2
HP pipe on pump 1. pump or injector side.
2. rail side.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-109


II REMOVAL / REFITTING

SUMMARIES

6.7 VENTURI

Summary : Venturi
Important This file is a summary of points to be remembered when
removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Note:
THE VENTURI IS NOT CURRENTLY REMOVABLE AS IT IS INTEGRAL WITH THE PUMP BODY
THE PUMP MUST THEREFORE BE REPLACED IF THE VENTURI IS FAULTY.

See section REMOVING/REFITTING THE HIGH PRESSURE PUMP.

1 p y
01 o
/2 C
08 nce
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© Delphi

6-110 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.8 IMV

Summary : IMV
Important This file is a summary of points to be remembered when
removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS.
This operation will depend on the vehicle configuration:

y
- Either using direct access on the IMV to comply with the sequence below.

1 p
- Or by removing the pump if the conditions for the operation are too difficult.
01 o
Never leave the MV orifi e open.
/2 C
Never re-use an IMV once it has been removed.
Replace the IMV mounting bo ts with those provided in the kit.
08 nce

Lubrica e the IMV seals before refitting.

Special tooling Part number


va

DIAMAND YDT450 / YDT460


Additional kits for electrical diagnostics YDT481 / YDT246 / YDT471
Ad

Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410


Vacuum cleaner YDT205
Additional parts and consumables Part number
Kit IMV 9109-936
IMV connector repair harness 9001-923

Access to component Special features


Direct N/A
or
Removal of the windscreen opening panel See section PRELIMINARY OPERATIONS
Removal of air flowmeter + air duct N/A
Battery removal N/A

Resetting Special features


Tightening the IMV in several steps See tightening recommendations below
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-111


II REMOVAL / REFITTING

SUMMARIES

Schedule Time (h) Preliminary operations


IMV (without removing the pump) 1 Inclusive
IMV (with pump removal) 2,9 Inclusive

Component(s) to tighten Torque


3 Nm
IMV mounting bolt Slacken ½ turn
1.5 Nm ± 0.2 / 3 Nm ± 0.3 / 5.5 Nm ± 0.6

1 p y
01 o
/2 C
08 nce
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© Delphi

6-112 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.9 FUEL TEMPERATURE SENSOR

Summary : Fuel temperature sensor

Important This file is a summary of points to be remembered when


removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS.
This operation will depend on the vehicle configuration:

y
- Either by direct access to the fuel temperature sensor to comply with the sequence below.

1 p
- Or by removing the pump if the conditions for the operation are too difficult.
01 o Never leave the fuel temp rature sensor orifice open.
/2 C
Never reuse a fuel temperature sensor after removal
08 nce

Special tooling Part number


DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics YDT481 / YDT246
va

Vacuum cleaner YDT205


Long 19mm socket Facom J.19LA type
Ad

Additional parts and consumables Part number


Fuel temperature sensor kit 9307-503A
Fuel temperature sensor connector repair harness 9001-922

Access to component Special features


Direct N/A
or
Removal of the windscreen opening panel See section PRELIMINARY OPERATIONS
Removal of air flowmeter + air duct N/A
Battery removal N/A

Resetting Special features


N/A N/A

Schedule Time (h) Preliminary operations


Fuel temperature sensor (without removing the pump) 0,8 Inclusive
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-113


II REMOVAL / REFITTING

SUMMARIES

Schedule Time (h) Preliminary operations


Fuel temperature sensor (with pump removal) 2,7 Inclusive

Component(s) to tighten Torque


Fuel temperature sensor 15 N.m ± 1.5

1 p y
01 o
/2 C
08 nce
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© Delphi

6-114 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.10 HIGH PRESSURE PUMP

Summary : Common Rail Pump


Important This file is a summary of points to be remembered when
removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS

y
Special tooling Part number

1 p
DIAMAND YDT450 / YDT460
01 o
Additional kits for electrical diagnostics YDT481 / YDT246 / YDT471
/2 C
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
08 nce

Sockets for HP pipe YDT339 / YDT512


Vacuum cleaner YDT205
17 mm crowfoot socket Facom 18.17 type
va

Additional parts and consumables Part number


IMV connector repair harness 9001-923
Ad

Fuel temperature sensor connect r repair harness 9001-922


Seal on the injector backleak / pump venturi connector 9001-888
Oldham only 7190-299

Access to component Special features


Removal of the windscreen opening panel See section PRELIMINARY OPERATIONS
Removal of air flowmeter + air duct N/A
Battery removal N/A
Remove the backleak circuit N/A

Resetting Special features


N/A N/A

Schedule Time (h) Preliminary operations


High pressure pump 2,6 Inclusive
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-115


II REMOVAL / REFITTING

SUMMARIES

Component(s) to tighten Torque


HP pump fixing bolt on the engine block 22 N.m ± 2
HP pipe on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
then torque to 27 Nm ± 2
HP pipe on pump 1. pump or injector side.
2. rail side.

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

6-116 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.11 FUEL FILTER

Summary : Fuel filter


Important This file is a summary of points to be remembered when
removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
Be prepared to collect the fuel when disconnecting various pipes and sensors
Check the condition of the filter.
Check the heater seal condition (if present)

y
Replacement frequency : Refer to the vehicle service booklet.

1 p
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS
01 o
Special tooling Part number
/2 C
DIAMAND YDT450 / YDT460
08 nce

Vacuum cleaner YDT205


Additional kit for electrical diagnostics YDT246

Additional parts and consumables Part number


va

Heater connector repair harness - Engine compartment version 9001-922


Heater connector repair harness - Version fitted next to the tank 9001-924
Ad

Water detector connector repair harness 9001-930

Access to component Special features


Direct N/A

Resetting Special features


Prime the fuel circuit N/A

Schedule Time (h) Preliminary operations


Fuel filter 0,5 Without

Component(s) to tighten Torque


Cover fixing screw - Engine compartment version 10 N.m max
Filter bell cover - Version fitted next to the tank 25.5 N.m max
Water detector Piercing of the plastic diaphragm then contact by hand tightening.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-117


II REMOVAL / REFITTING

SUMMARIES

6.12 DCU

Summary : DCU

Important This file is a summary of points to be remembered when


removing/refitting Delphi components. For details, refer to the
complete method described in the relevant section.

Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS

Special tooling Part number

y
DIAMAND YDT450 / YDT460

1 p
Additional kit for electrical diagnostics 01 o YDT481

Access to component Special features


/2 C
Direct Position : front left hand side of the vehicle under the plastic cover
Indirect Position : in the front left-hand vehicle bumper
08 nce

Resetting Special features


Initialise the DCU (programming) Refer to the diagnostic manual
va

Schedule Time (h) Preliminary operations


Ad

DCU only (without diagnostic operation) 0,5 Without


DCU only (without diagnostic operation) 1,2 Remove front bumper
Uploading the DCU matching and programming data 0,5 Without
Configuration, C3I and programming values 0,5 Without

Component(s) to tighten Torque


DCU mounting bolts (on plastic base) Tighten by hand.
DCU mounting bolt (on metal plate) 2 Nm
© Delphi

6-118 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

SUMMARIES

6.13 TIGHTENING RECOMMENDATIONS

Component(s) to tighten Torque


HP pipes on pump pre-torque to 18 Nm ± 2
HP pipes on injectors then torque to 27 Nm ± 2
1. pump or injector side.
HP pipes on the rail (chamfer with black nut)
2. rail side.
Rail/Cylinder head fixing 22 N.m ± 2
Injector clamp bolt 7 Nm + 55° ± 5
3 Nm
IMV mounting bolt Slacken ½ turn
1.5 Nm ± 0.2 / 3 Nm ± 0.3 / 5.5 Nm ± 0.6
Fuel temperature sensor 15 N.m ± 1.5

y
HP pump fixing bolt on the engine block 22 N.m ± 2

1 p
Mounting bolt 10 Nm
01 o
Water detector Tightening to pierce the plastic diaphragm then hand tighten to contact.
/2 C
DCU mounting bolts (on plastic base) Tighten by hand.
DCU mounting bolt (on metal plate) 2 Nm
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 6-119


II REMOVAL / REFITTING

SUMMARIES

6.14 SCHEDULE

Removal / Refitting Time (h) Preliminary operations


Preliminary operations 1 - Cleaning and access to the injection system 0,2 N/A
Preliminary operations 2 - Windscreen opening panel 0,4 N/A
Preliminary operations - total 0,6 N/A
HP pipes:
1 Rail / Injector HP pipe(cyl. 2 & 4). 0,7 Inclusive
1 Rail / Injector HP pipe(cyl. 1 & 3). 0,8 Inclusive
4 Rail / Injector HP pipes 1 Inclusive
1 HP Pipe Pump / Rail 0,7 Inclusive
Set of 5 HP pipes 1,2 Inclusive

y
Rail :

1 p
Rail with HPS and 5 HP pipes 01 o 1,5 Inclusive
Injector:
/2 C
1 injector with HP pipe 1 Inclusive
4 injectors with HP pipes 2,8 Inclusive
08 nce

Pump and associated components :


IMV (without removing the pump) 1 Inclusive
IMV (with pump removal) 2,9 Inclusive
va

Fuel temperature sensor (without removing the pump) 0,8 Inclusive


Fuel temperature sensor (with pump removal) 2,7 Inclusive
Ad

Complete high pressure pump 2,6 Inclusive


Fuel filter
Filter element replacement 0,5 Without
DCU and associated operations:
DCU only - direct access(without diagnostic operation) 0,5 Without
DCU only - indirect access(without diagnostic operation) 1,2 Removing the front bumper
Uploading the DCU matching and programming data 0,5 Without
Uploading the C3Is and programming values 0,5 Without
Complete system 5 Inclusive
© Delphi

6-120 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

PRELIMINARY OPERATIONS
There are two types of bonnet opening depending on the vehicle range:
Either from a direct control via the passenger
compartment.

y
Or by a lock under the grill badge.

1 p
Rotate the badge half a turn to gain access to the bonnet
lock and carry out a double key action.
01 o
/2 C
08 nce
va
Ad

• Switch off ignition and wait for 30 seconds or for


the end of the post cooling phase. (End of the
Power Latch phase).
• Disconnect the battery.
• Remove the engine cover.

Note:
depending on the vehicle type, access to Common-rail systems is much easier with the removal of the windscreen
opening panel.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 7-121


II REMOVAL / REFITTING

PRELIMINARY OPERATIONS
• Depending on the vehicle type, move the brake fluid reservoir.
• Move the reservoir away from the area of operation.

• For operations on the pump, additional dismantling is required solenoid valve bracket.........).

Note:
Access to the pump is described in detail under REMOVAL in the section REMOVING/REFITTING THE HIGH PRESSURE
PUMP AND ASSOCIATED COMPONENTS.

After any operation you must:


• Reconnect the battery.
• To erase the fault codes caused by the operations.
• To reset the sequential window step motors (Activate the switch with successive pulses until the window closes
completely, then move the window down and back up in sequential mode).
• To test the HP circuit sealing using the leak detection cycle (launched from the diagnostic tool).

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

7-122 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE


For this section, please refer to the following paragraphs when the situation warrants it :
• CLEANLINESS CONDITIONS
• PLUGGING
• TIGHTENING RECOMMENDATIONS
• SCHEDULE

Special tooling Part number


DIAMAND YDT450 / YDT460
Sockets for HP pipe YDT339 / YDT512
Vacuum cleaner YDT205
Long vacuum cleaner nozzle YDT255 included in the kit YDT250

The kit DIAMAND YDT300 is not compatible with this application.

y
8.1 REMOVING A RAIL/INJECTOR HIGH PRESSURE PIPE

1 p
Before starting component removal, carry out all
01 o
preliminary operations. See section PRELIMINARY
/2 C
OPERATIONS.

CAUTION
08 nce

The HP pipes for cylinders 1 & 3 are identical. The HP


pipes for cylinders 2 & 4 are identical. The chamfered
nuts are located on the rail side.
va

• Clean each HP end before fitting a protective plug.


• Vacuum out each HP end before fitt ng a protective
plug.
Ad

• Slacken the 2 HP conne tors of a tube with he


sockets YDT339 / YD 512 before removing it

• Remove the HP pipe.


• Plug the openings.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 8-123


II REMOVAL / REFITTING

REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE

8.2 PREPARING A RAIL/INJECTOR HIGH PRESSURE PIPE

The HP pipes provide a link between all of the components of the common rail system.

CAUTION
For the rest of the operations (HP pipes, HP pump, rail...), follow the cleanliness and safety instructions and use the
correct tightening torques.

There are two types of HP pipe for injectors :


• HP pipes for cylinders 1 & 3.
• HP pipes for cylinders 2 & 4.
• Plug the openings.

8.3 REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE

CAUTION

y
• Remove protective plugs only at the time of connecting the HP pipe.

1 p
• Remove and discard the plugs from the HP pipe concerned.
01 o
/2 C
• Insert the pipe olives in the injector cone and the
rail and hand tighten the nuts.
• Torque tighten the HP pipe.
08 nce

Apply this method for all the HP pipes.


Refit the components in the reverse order of removal.
• Connect the battery.
va

• Start the engine and let the engine speed stabilize.


• Check the sealing of the HP connectors.
Ad

• Erase the fault codes caused by he operations.

© Delphi

8-124 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING RAIL
For this section, please refer to the following paragraphs when the situation warrants it :
• CLEANLINESS CONDITIONS
• PLUGGING
• TIGHTENING RECOMMENDATIONS
• SCHEDULE

Special tooling Part number


DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics YDT481 / YDT246
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Vacuum cleaner YDT205
Sockets for HP pipe YDT339 / YDT512
Long vacuum cleaner nozzle YDT255 included in the kit YDT250

1 p y
Additional parts and consumables Part number
HP sensor connector repair harness 9001-931
01 o
/2 C
The kit DIAMAND YDT300 is not compatible with this application.
08 nce

9.1 REMOVING THE RAIL

Carry out an electrical diagnostic procedure to confirm malfunction before removing any common rail
sensor or actuator.
Carry out the hydraulic diagnostic procedure to confi m malfunction before removing any common rail
va

component.
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS
Ad

• Remove the 4 HP RAIL/INJECTOR pipes. See


section REMOVING/REFITTING A RAIL/INJECTOR
HP PIPE or the file SUMMARY - RAIL/INJECTOR
HIGH PRESSURE PIPE.
• Remove the PUMP/RAIL HP pipe See section
REMOVING/REFITTING A PUMP/RAIL HIGH
PRESSURE PIPE or the file SUMMARY - PUMP/
RAIL HIGH PRESSURE PIPE.
• Disconnect the HPS sensor. (3 way ; black, red error
proofing) be careful to use the correct unlocking
procedure to avoid damaging the connector.
• Move the rail electric wiring out of the way.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 9-125


II REMOVAL / REFITTING

REMOVING/REFITTING RAIL
• Remove the 3 rail mounting bolts.
• Remove rail.
• Store the rail in a clean location away from external
contamination and oxidation.

9.2 PREPARING THE RAIL

1 p y
• Check that the new rail is fitted with all its protective plugs.
01 o
• Remove protective plugs only at the time of connecting the HP pipe.
• Check the general condition of the new rail.
/2 C
• Check the condition of the connectors on the harness and HPS.
08 nce

9.3 REFITTING THE RAIL

• Position the rail against the cylinder head.


• Install the rail/cylinder head mounting bolts.
va

• Torque tighten.

CAUTION
Ad

Remove protective plugs only at the time of connecting


the HP pipe.

• Fit the PUMP/RAIL HP pipe. See section


REMOVING/REFITTING A RAIL/INJECTOR HP
PIPE or the file SUMMARY RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Refit the HP RAIL/INJECTOR pipes. See section
REMOVING/REFITTING A RAIL/INJECTOR HP
PIPE or the file SUMMARY - RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Reconnect the HPS connector (3 way ; black ; red
errorproofing).
© Delphi

9-126 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING RAIL
Refit the components in the reverse order of removal.
• Connect the battery.
• Start the engine and let the engine speed stabilize.
• Check the sealing of the HP connectors.
• Check the sealing of the HPS sensor.
• Erase the fault codes caused by the operations.

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 9-127


II REMOVAL / REFITTING

REMOVING/REFITTING RAIL

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

9-128 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING AN INJECTOR
For this section, please refer to the following paragraphs when the situation warrants it :
• CLEANLINESS CONDITIONS
• PLUGGING
• TIGHTENING RECOMMENDATIONS
• SCHEDULE

Special tooling Part number


DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics YDT481 / YDT246 / YDT330 / YDT471
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Vacuum cleaner YDT205
Sockets for HP pipe YDT339 / YDT512
Long vacuum cleaner nozzle YDT255

y
Flameproof washer extraction tool YDT256 included in the kit YDT250

1 p
Injector well cleaner
01 o YDT252
Injector extractor YDT522
/2 C
Additional parts and consumables Part number
08 nce

Injector sealing washer 2.25mm 9001-850D


Injector connector repair harness 9001-845
Injector connector seal 9001-846
va

Seal on the injector backleak / pump venturi connector 9001-888

The kit DIAMAND YDT300 is not compatible w th his application.


Ad

10.1 REMOVING AN INJECTOR

Carry out an electrical diagnostic procedure to confirm malfunction before removing any common rail
sensor or actuator.
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any common rail
component.
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS
• Remove the corresponding Rail/Injector HP pipe. See section REMOVING/REFITTING A RAIL/INJECTOR HP PIPE
or the file SUMMARY - RAIL/INJECTOR HIGH PRESSURE PIPE.
• Unclip the corresponding harness(es).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 10-129


II REMOVAL / REFITTING

REMOVING/REFITTING AN INJECTOR
Remove the backleak circuit

5 U

3 4
2
1

U
U T
U
U
V

• CAUTION
It is vital to remove the complete backleak duct to avoid torsion damage to the connectors that are fixed to it. The

y
injector connectors must be removed before the pump backleak. Loosen the 5 connectors (4 injectors + 1 pump)

1 p
then remove the connectors. Start with the cylinder on the timing side and progress towards the HP pump.
01 o
• Unclip the green part.
/2 C
• Disconnect the connector but only apply force to
the black part in the same axis to avoid damage to
1
the seal.
08 nce

T
• Clean the LP system environment.
• Vacuum the LP system environment.
• Plug all openings on the LP pipes and on the pump
using new caps and plugs.
va

x4
Ad

YDT273/YDT266

• Disconnect the electrical connector using needle


nosed pliers.
© Delphi

10-130 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING AN INJECTOR
• Loosen the injector clamp bolt.
• Remove the bolt.

• Remove the clamp by lifting the injector slightly

y
• Remove the injector from the cylinder head using

1 p
the tool YDT522. 01 o
CAUTION
/2 C
• If the injectors in cylinders 2, 3 & 4 are "stuck" in
the cylinder head, the rail must be removed to
allow the clamps to be removed.
08 nce

• In this case, a puller must not be used or the injector


may be damaged.
va

• If the sealing washer remains stuck in the cylinder


head, remove it using the special extractor.
YDT256 .
Ad

10.2 PREPARING AN INJECTOR

• Check that the new injector is fitted with all its protective plugs.
• Check the general condition of the injector.
• Check there is a new sealing washer.
• Check the condition of the injector connector.
• Check the O ring and the condition of the clip on the return circuit.
• Check the condition of the vehicle wiring.
• Check there is no sealing washer in the injector well (old washer).
• If an injector is to be reused, extract and replace the sealing washer.

CAUTION
If the injector shows signs of combustion due to sealing problems, do not reuse it.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 10-131


II REMOVAL / REFITTING

REMOVING/REFITTING AN INJECTOR
When an injector is replaced, the original C3I must be
obliterated and the new one written using an indelible
marker.

• Check and read the C3I.

1 p y
Check:
• The condition of the clamp fork
01 o
• The condition of the clamp bolt.
/2 C
• That there is a new sealing washer.

CAUTION
08 nce

With the "reconditioned" cylinder head:


• Consult the vehicle concessionaire for the sealing
washer thickness.
va
Ad

On the backleak circuit :


• Check the condition of each connector (lock, seal) and replace if necessary.
• Check the connector lock throat.
• Lubricate each seal with a "CT815" ORAPI type grease or equivalent.
• Check the condition of the tubes.
• Check the condition of the connector (2 way ; grey) on the vehicle harness (contacts, seal) and replace if necessary.
• Check the condition of the plastic injector centring ring and replace if necessary.
• Prepare the new HP pipes.
© Delphi

10-132 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING AN INJECTOR

10.3 REFITTING AN INJECTOR

Injector well cleaning


• Use tool YDT252.
• Position the tool in the wells.
• Lower the centring device into the sleeve of the
injector.
• Turn the knob clockwise without pressing on
it.
• Remove and clean the scale off the contaminated
tool.
• Vacuum out the well with the nozzle YDT255 and
the cylinder head environment.
• Fit a new sealing washer on the injector.

CAUTION

y
Do not remove the HP inlet protective plug during these

1 p
operations. 01 o
/2 C
Refit the injector
• Position the injector clamp fork tilted over
(spherical flange and marking uppermost).
08 nce

• Slide the injector nose into the well(connector


towards the operator).
• Synchronise the insertion of the injector and the
clamp fork.
va

• Install the clamp bolt.


Ad

• Gently tighten the clamping bolt.


• Pre-tighten the bolt to : 7 N.m.
• Angle-torque the bolt to : 55° ± 5.

CAUTION
Remove protective plugs only at the time of connecting
the HP pipe.

• Refit the HP RAIL/INJECTOR pipes. See section


REMOVING/REFITTING A RAIL/INJECTOR HP
PIPE or the file SUMMARY RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Fit the injector connector.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 10-133


II REMOVAL / REFITTING

REMOVING/REFITTING AN INJECTOR
Refit the backleak circuit
• Refit the backleak circuit starting with the pump, then cylinder 1, then 2,3 and finally 4 on the timing side.
• Fit the LP circuit connectors axially aligned without locking them to avoid cutting the seals.
• Check that there is no tension in any connector and then lock the assembly.

Resetting
• Connect the battery.
• Configure the new C3I in the DCU.

CAUTION
Ensure the correct cylinder allocation is observed.

• Check that all the C3I are correct for the relevant cylinders.

Refit the components in the reverse order of removal.


• Start the engine and let the engine speed stabilize.

y
• Check the sealing of the HP connectors. (using the leak detection cycle if necessary)

1 p
• Erase the fault codes caused by the operations.
01 o
/2 C
08 nce
va
Ad

© Delphi

10-134 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


This section describes the removal / refitting of the following components :
• HP Pipe Rail/Pump.
• HP pump.
• Venturi.
• IMV
• Fuel temperature sensor.

For this section, please refer to the following paragraphs when the situation warrants it :
• CLEANLINESS CONDITIONS
• PLUGGING
• TIGHTENING RECOMMENDATIONS
• SCHEDULE

The procedures for operations on the DELPHI system components depend on the layouts for each vehicle.
The following components may be accessed directly. In this case, refer directly to the paragraphs relating just to the
components (without the section on REMOVAL) :

y
• Venturi in the section REMOVING/REFITTING THE VENTURII.

1 p
• IMV in the section REMOVING/REFITTING THE IMV.
01 o
• Fuel temperature sensor in the section REMOVING/REFITTING THE FUEL TEMPERATURE SENSOR.
/2 C
11.1 REMOVAL
08 nce

Carry out an electrical diagnostic procedure to confirm malfunction before removing any common rail
sensor or actuator.
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any Common Rail
component.
va

Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS.
• Protect the lower part of the pump using a 'lint-free cloth to absorb fuel spills.

Ad

Prepare the plugs from the dispenser YDT480.


© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-135


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS

11.2 REMOVING/REFITTING THE PUMP/RAIL HIGH PRESSURE PIPE

Special tooling Part number


DIAMAND YDT450 / YDT460
Sockets for HP pipe YDT339 / YDT512
Vacuum cleaner YDT205
Long vacuum cleaner nozzle YDT255 included in the kit YDT250

The kit DIAMAND YDT300 is not compatible with this application.

11.2.1 REMOVING THE PUMP/RAIL HIGH PRESSURE PIPE

• Clean each HP end before fitting a protective


plug.
• Vacuum out each HP end before fitting a

y
protective plug.

1 p
• Slacken the HP unions. 01 o
CAUTION
/2 C
For the pump HP union, apply a counter torque to
the HP outlet with a flat spanner.
08 nce

• Remove the HP pipe.


• Plug the openings:
- On the rail.
va

- On the HP pump.

11.2.2 PREPARING THE PUMP/RAIL HIGH PRESSURE PIPE


Ad

The HP pipes provide a link between all of the components of the Common Rail system.

CAUTION
For the rest of the operations (HP pipes, HP pump, injectors, rail...), follow the cleanliness and safety instructions
and use the correct tightening torques. © Delphi

11-136 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


11.2.3 REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE

CAUTION
• Remove protective plugs only at the time of
connecting the HP pipe.
• Remove and discard the plugs from the HP
pipe concerned.

• Fit the pipe olive into the pump cone and hand
tighten the nut.
• Fit the pipe olive into the rail cone and hand
tighten the nut.
• Tighten the HP pipe to a torque of 21 Nm ±
1.

1 p y
• For the pump outlet HP union, apply a counter
torque with a flat spanner when tightening
01 o
to avoid rotation of the HP outlet.
/2 C
Refit the components in the reverse order of
removal.
08 nce

• Connect the battery.


• Start the engine and let the engine speed
stabilize.
• Check the sealing of the HP onnectors.
va

• Erase the fault codes caused by the


operations.
Ad

11.3 REMOVING/REFITTING THE VENTURI

CAUTION
THE VENTURI IS NOT CURRENTLY REMOVABLE AS IT IS INTEGRAL WITH THE PUMP BODY
THE PUMP MUST THEREFORE BE REPLACED IF THE VENTURI IS FAULTY.

See section REMOVING/REFITTING THE HIGH PRESSURE PUMP.


© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-137


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS

11.4 REMOVING/REFITTING THE IMV

Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS.
This operation will depend on the vehicle configuration:
• Either using direct access on the IMV to comply with the sequence below.
• Or by removing several elements if the operation conditions cannot be met. See section REMOVAL.

Special tooling Part number


DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics YDT481 / YDT246
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Vacuum cleaner YDT205
Additional parts and consumables Part number
Kit IMV 9109-936

1 p y
IMV connector repair harness 01 o 9001-923

11.4.1 REMOVING THE IMV


/2 C
• Protect the environment against fuel spills.
• Disconnect the IMV.
08 nce

• Clean the IMV and surrounding area using a


solvent (type CARCLEAN) applied using a
clean brush. Take extra care to ensure the
contact area between the IMV and the pump
va

housing is clean.
Ad

• Remove particles using a vacuum cleaner


(BLOVAC BV11).
© Delphi

11-138 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


• Remove the two IMV mounting bolts.
• Rotate the IMV on itself to break the paint
sealing.

• Clean and vacuum the IMV and pump housing

y
again.

1 p
01 o
/2 C
08 nce
va
Ad

• Extract the actuator from its location. Loosen


by hand using small rotating movements. Do
not use connector as a lever.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-139


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


• Clean and vacuum the IMV flange and the
machined surface in the pump housing.

Note:
To avoid the risk of contaminating the pump, do not
remove the faulty IMV until a new IMV is to hand.

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

11-140 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


11.4.2 PREPARING THE IMV

CAUTION
Never leave the IMV orifice open.
Never re-use an IMV once it has been removed.

General condition
• Check the condition of the sensor connector. (2 way; brown).
• Replace the IMV mounting bolts with those provided in the kit.
• Lubricate the IMV seals.
• The pump housing contact surface of the IMV must be free of paint particles.

11.4.3 REFITTING THE IMV


• Only remove new unit from its packaging just before fitting it in the place of the faulty component.
• Lubricate IMV O rings using the lubricant supplied in the kit.

y
• Insert the IMV into its housing by rotating slightly.

1 p
• The electrical connector is on the side of the pump housing.
01 o
CAUTION
/2 C
Do not force connector when fitting IMV.
08 nce

• While keeping the IMV in contact with the


pump housing, hand tighten the two bolts.
• Then tighten these two bolts to a torque of 3
Nm.
va

• Slacken the two IMV retaining bolts by ½


turn (this releases any clamping stresses .
Ad

• Then apply the following torques in


succession :
- 1.5 ± 0.2 Nm

- 3 ± 0.3 Nm

- 5.5 ± 0.6 Nm

• Reconnect the IMV.


• Reset the IMV trim to zero using the diagnostic tool (ditto after changing the HP pump).
• Erase the fault codes.
• Start engine and let engine speed stabilise.
• Use the manual priming pump if necessary.
• Erase the fault codes caused by the operations.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-141


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS

11.5 REMOVING/REFITTING THE FUEL TEMPERATURE SENSOR

Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS.
This operation will depend on the vehicle configuration:
• Either by direct access to the fuel temperature sensor to comply with the sequence below.
• Or by removing several elements if the operation conditions cannot be met. See section REMOVAL.

Special tooling Part number


DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics YDT481 / YDT246
Vacuum cleaner YDT205
Long 19mm socket Facom J.19LA type
Additional parts and consumables Part number
Fuel temperature sensor kit 9397-503A

1 p y
Fuel temperature sensor connector repair harness
01 o 9001-922

11.5.1 REMOVING THE FUEL TEMPERATURE SENSOR


/2 C
• Protect the environment against fuel spills.
• Disconnect the fuel temperature sensor.
08 nce

• Clean diesel temperature sensor and


surrounding area using a solvent(type
CARCLEAN) applied using a clean brush.
Take extra care to ensure the contact area
va

between the sensor and the pump housing is


clean.
• Remove particles using a va uum cleaner
Ad

(BLOVAC BV11).

• Protect the IMV using a lint-free cloth .


• Remove the sensor using a long socket.
© Delphi

11-142 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


• Remove the fuel temperature sensor.

Note:
To avoid the risk of contaminating the pump, do not
remove the faulty fuel temperature sensor until the
new component is available !

11.5.2 PREPARING THE FUEL TEMPERATURE SENSOR

y
CAUTION

1 p
Never leave the sensor orifice open.
01 o
Never re-use a sensor once it has been removed.
/2 C
General condition
08 nce

• Check the condition of the sensor connec or (2 way; green).


• Lubricate the fuel temperature sensor sea .

11.5.3 REFITTING THE FUEL TEMPERATURE SENSOR


va

• Check the presence and condition of the


copper seal on the sensor.
Ad

• Clean around the fuel temperature sensor


• Vacuum around the fuel temperature sensor.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-143


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


• Insert the sensor into its housing taking care
to avoid damaging the O ring against the
hydraulic head thread.
• Tighten the sensor to a torque of 15 Nm ±
1,5.
• Reconnect the fuel temperature sensor.

1 p y
01 o
/2 C
08 nce
va
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© Delphi

11-144 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS

11.6 REMOVING/REFITTING THE HIGH PRESSURE PUMP

Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS.

Special tooling Part number


DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics YDT481 / YDT246 / YDT471
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Sockets for HP pipe YDT339 / YDT512
Vacuum cleaner YDT205
17 mm crowfoot socket Facom 18.17 type
Additional parts and consumables Part number
Seal on the injector backleak / pump venturi connector 9001-888

y
Oldham only 7190-299

1 p
IMV connector repair harness
01 o 9001-923
Fuel temperature sensor connector repair harness 9001-922
/2 C
The kit DIAMAND YDT300 is not compatible with this application.
08 nce

11.6.1 REMOVING THE HIGH PRESSURE PUMP

• Remove PUMP/RAIL HP pipe. See section


REMOVING/REFITTING A RAIL/INJECTOR HP
va

PIPE or the file SUMMARY RAIL/INJECTOR


HIGH PRESSURE PIPE.
Remove the low pressure circuit
Ad

• Lift the centra connector lock using a small


flat bladed screwdriver.
• Press on the fixed part of the lock.
• Remove the Quick-fit connector in line with its
axis.
• Plug the connectors.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-145


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


• Move the connectors away from the area of
operation.

Remove the pump panel

y
• Unclip the IMV electrical connector (brown),

1 p
and the fuel temperature sensor connector
01 o
(green).
• Remove the harness retaining clip.
/2 C
• Move the electrical wiring away from the area
of operation.
08 nce

• Unscrew the plastic bracket holding the


harness near the panel
• Remove the 2 panel bolts and the nut
• Move the panel away from the area of
va

operation.
Ad

• Unclip the coolant temperature connector


(green).
• CAUTION
The coolant temperature connector (green) is
identical to the fuel temperature sensor
connector.
Mark the two connectors to avoid inadvertent
swapping when reconnecting.

• Disconnect the Mastervac vacuum to vacuum


pump duct and move it to one side.
• Move the bleed pipe for the coolant circuit to
one side.
• Move all of the pipes away from the area of
operation.
© Delphi

11-146 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


Remove the backleak circuit

CAUTION
It is vital to remove the complete backleak duct to avoid torsion damage to the connectors that are fixed to it. The
injector connectors must be removed before the pump backleak. Loosen the 5 connectors (4 injectors + 1 pump)
then remove the connectors. Start with the cylinder on the timing side and progress towards the HP pump.

5 U

3 4
2
1

U
U T
U
U
V

1 p y

01 o
• Unclip the green part.
/2 C
• Disconnect the connector but only apply force
to the black part in the same axis to avoid
1
08 nce

damage to the seal. T


• Clean and vacuum the LP system
environment.
• Plug all openings on the LP pipes and on the
va

pump using new caps and plugs.


• Clean and vacuum the HP system x4

environment.
Ad

YDT273/YDT266

• Unscrew the 2 HP connectors using the


special sockets YDT339 / YDT512.

CAUTION
Apply a counter-torque between the HP pump
outlet and the HP pipe nut using a 15mm flat
spanner.

• Remove the HP pipe.


• Plug all the HP openings.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-147


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


• Remove the 3 HP pump mounting bolts.

• Waggle the HP pump gently to remove it.

1 p y
01 o
/2 C
08 nce
va
Ad

• Recover the Oldham coupling and the pump/


cylinder head seal.
• Store the pump and the HP pipe in a clean
location away from external contamination
and oxidation. (Plastic box with lid)

11.6.2 PREPARING THE HIGH PRESSURE PUMP

CAUTION
Remove the protective plugs only when connecting the HP or fuel supply pipes.
© Delphi

11-148 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS


Tubing and connectors
• Check the condition of the LP fuel inlet/outlets (locking, throat, seals) and replace if necessary.
• Check the condition of the fuel lines.
• Check the condition of the venturi inlet.
• Check the condition of the IMV connectors (2-way brown) and of the fuel temperature sensor (2-way;
green).
Mechanical units
• Check that the pump shaft turns freely.
• Check the condition of the oil lip seal on the pump shaft. (if reusing the original pump)
• Replace if damaged:
- Grease the Oldham coupling before mounting(the surfaces are naturally shiny in use).
- The pump mounting bolts.
- The pump/cylinder head seal.

11.6.3 REFITTING THE HIGH PRESSURE PUMP

1 p y
Refitting the HP pump
• Lubricate the pump nose to aid insertion.

01 o
Position the HP pump in front of its mounting.
/2 C
• Note:
Depending on the accessibility of the vehicle
it is easier to fit the Oldham coupling on the
08 nce

camshaft rather than on the pump as i can fall


during assembly.
• Align the pump shaft with the coupling and
the position of the camshaft(phasing does not
va

apply) .
• Engage and fit the pump on the cylinder head
Ad

• Engage and manually tighten the mounting


bolts.
• Tighten to a torque of 21 Nm ± 2.

Refitting the HP pump panel


• Position the panel.
• Refit the panel.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 11-149


II REMOVAL / REFITTING

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS

Refit the pump components


• Remove the protective plugs from the HP
openings.
• Clean the HP circuit environment.
• Fit the PUMP/RAIL HP pipe. See section
REMOVING/REFITTING A RAIL/INJECTOR HP
PIPE or the file SUMMARY RAIL/INJECTOR
HIGH PRESSURE PIPE.
• CAUTION
Apply a counter torque between the HP pump
outlet and the HP pipe nut.

• Reconnect the LP fuel connectors.


• Reconnect the IMV and fuel temperature
sensor.

y
Refit the backleak circuit

1 p
• Refit the backleak circuit in reverse order of
removal.
01 o
• Fit the LP circuit connectors axially aligned
/2 C
without locking them to avoid cutting the
seals.
08 nce

• Check that there is no tension in any


connector and then lock the assembly.
va
Ad

Refit the other units


• Refit all the other elements in reverse order of removal.
• Connect the battery.
• Actuate the priming pump on the filter and check the sealing of the LP circuit.
• Start the engine and let the engine speed stabilize.
• If the engine stalls, repeat the last two actions until a stable idle is obtained (do not rev the engine during
this priming phase).
• Check the HP connector seals using the leak detection cycle (Cycle activated using the diagnostic tool).
• Erase the fault codes caused by the operations.
© Delphi

11-150 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE FUEL FILTER


For this section, please refer to the following paragraphs when the situation warrants it :
• CLEANLINESS CONDITIONS
• PLUGGING
• TIGHTENING RECOMMENDATIONS
• SCHEDULE

Special tooling Part number


DIAMAND YDT450 / YDT460
Vacuum cleaner YDT205
Additional kit for electrical diagnostics YDT246
Bulb priming pump with 10mm quick-fit male/female ----------

The kit DIAMAND YDT300 is not compatible with this application.

y
12.1 REMOVING THE FUEL FILTER

1 p
Not all preliminary operations are necessary to work on the fuel fi ter.
01 o
Only remove the engine protection and disconnect the battery. See section PRELIMINARY OPERATIONS
/2 C
Replacement frequency : Refer to the vehicle service booklet.
There are two configurations, depending on the type of vehicle:
08 nce

- Located in the engine compartment.


- Located next to the tank, under the vehicle

The method is similar in both cases.


va

• Remove the anti-shock protection covering the fuel


filter.
For the engine compartment type, protect the fil er
Ad

environment (Alternator, A/C compressor) using a


lint-free cloth.

For the tank configuration, the operator must


protect him or herself from fuel streams, using a
container and lint-free cloth.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 12-151


II REMOVAL / REFITTING

REMOVING/REFITTING THE FUEL FILTER


• Clean the filter environment.
• Disconnect the heater (2 way black ; green
foolproofing).

Filter bleeding

y
• Be prepared to catch and collect the diesel before

1 p
opening the filter. 01 o
• Locate the bleed tube on the lower part of the filter.
• Place the tube in a container
/2 C
08 nce
va
Ad

• Open the bleed screws to empty the filter. (one at


the bottom and one at the top)
• Close the bleed screws.
• Recycle the fuel contained in the filter.
© Delphi

12-152 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE FUEL FILTER

remove the Quick-fit connectors


• Clean and vacuum the filter quick-fit connector
environment.
• Lift the central connector lock using a small flat
bladed screwdriver.
• Press on the fixed part of the lock.
• Remove the Quick-fit connector in line with its axis.
• Plug the connectors.
• Move the connectors away from the area of
operation.

Remove the filter cartridge

y
• Unscrew the 4 filter cover bolts.

1 p
01 o
/2 C
08 nce
va
Ad

• Remove the filter cover


• Note:
The suction effect when removing the cover is
reduced if the upper bleed screw is open.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 12-153


II REMOVAL / REFITTING

REMOVING/REFITTING THE FUEL FILTER


• Remove and recycle the old filter element.

• Remove and recycle the cover seal.

y
• Empty and recycle the remaining fuel in the filter

1 p
bowl. 01 o
• Clean the bowl and filter cover with a lint-free
cloth.
/2 C
08 nce
va
Ad

© Delphi

12-154 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE FUEL FILTER

12.2 PREPARING THE FUEL FILTER

• Check the general condition of the filter. (damage, conformance....)


• Check the condition of the filter seal and change it if necessary.

12.3 REFITTING THE FUEL FILTER

• Position the new filter element.


• Lubricate and position the new seal on the filter
head.
• Tighten the screws for the engine compartment
version or the filter head for the tank type (25.5N.m
max).
• Torque tighten.
• Reconnect the heater (2 way black ; red
foolproofing).

y
• Connect the quick release connectors.

1 p
01 o
/2 C
08 nce

Resetting
• Prime the fuel circuit :
- Check that the lower bleed sc ew is closed.
va

- Open the upper bleed screw


- Bleed the air out of the filter using the
auxiliary bulb pump as recommended.
Ad

(Bulb pump with 10mm quick fit connectors ;


clean and plugged in storage)
- Remove the bulb pump tool and finish the
priming sequence with the starter motor (5
seconds max).
- Collect the purged fuel.
- Connect the filter/pump connector

• Connect the battery.


• Start the engine and let the engine speed stabilize.
• Check the sealing of the LP connectors.
• Refit the anti-shock protection covering the fuel filter.
• Erase the fault codes caused by the operations.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 12-155


II REMOVAL / REFITTING

REMOVING/REFITTING THE FUEL FILTER

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

12-156 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE DCU


For this section, please refer to the following paragraphs when the situation warrants it :
• CLEANLINESS CONDITIONS
• PLUGGING
• TIGHTENING RECOMMENDATIONS
• SCHEDULE

Special tooling Part number


DIAMAND YDT450 / YDT460
Additional kit for electrical diagnostics YDT481

The kit DIAMAND YDT300 is not compatible with this application.

13.1 REMOVING THE DCU

Note: If the DCU is to be replaced, an upload from the FORD network corresponding to the vehicle type, transmission

y
and power rating must be carried out.

1 p
Carry out an electrical diagnostic procedure to confirm malfunction before removing any Common Rail
sensor or actuator.
01 o
Before starting component removal, carry out all preliminary ope ations. See section PRELIMINARY OPERATIONS.
/2 C
• If the DCU is communicating and has to be replaced, transfer its parameters to the diagnostic tool.
• If the DCU is not communicating refer to the diagnostic manual fo entering the data into the new DCU.
08 nce

Notes :
- This operation stores the parameters (C3I) and
allows them to be automatically transferred into
the new DCU.
va

- Refer to the instructions in the diagnostic manual


for these operations.
Ad

• There are several possible DCU locations in the


engine compartment :
- DCU fixed in the front bumper.
- DCU bolted onto a plastic base.
- DCU mounted on a metal panel by nuts then
guided into the relay cover.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 13-157


II REMOVAL / REFITTING

REMOVING/REFITTING THE DCU


Note:
- In the bumper : the DCU is screwed to a plate.
The bumper may need to be removed to gain
access.
The protective cover is clipped directly onto the
base.
- On a plastic base : the DCU is screwed on to a
plastic base by two bolts, which is in turn fixed to
the protective cover.
The protective cover is clipped directly onto the
base.
- On a metal base : the DCU is locked in place by
two bolts on a metal plate guided into the
protective cover.

CAUTION

y
When manipulating this plate, be sure not to pinch or pull the peripheral harnesses.

1 p
01 o
/2 C
08 nce
va
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© Delphi

13-158 DDNX354B(EN) - Issue 1 of 03/2011


REMOVAL / REFITTING II

REMOVING/REFITTING THE DCU


• Disconnect the 3 connectors from the DCU (Pass Conn black ; IMC brown; EMC grey).

EMC IMC PCC

CAUTION
Do not force the locking lugs on the DCU connectors.

y
• Remove the DCU.

1 p
Vital: Identify the allocation of the DCU to the vehicle concerned. The DCU is matched to the vehicle. It is therefore
01 o
locked when not in the vehicle.
• Store the DCU in a clean location.
/2 C
13.2 PREPARING THE DCU
08 nce

• Check the general condition of the DCU.


• Check the condition of the 3 DCU connectors (Pass Conn black ; IMC brown; EMC grey).
• Check the condition of the DCU connec or locking lugs.
va

• Check the condition and position of the vehicle wiring connector seals.
Ad

13.3 REFITTING THE DCU

CAUTION
The DCU requires the vehicle specific calibrations to be loaded.
The DCU is coded with the vehicle immobiliser system. The DCU coding cannot be reversed.

• Place the DCU on its support (plastic base or metal panel).


• Tighten the screws or the nuts on the DCU.

CAUTION
On a plastic base : tighten the screws without applying excessive torque.

• Fit the assembly into the protective casing (connectors to the top).
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 13-159


II REMOVAL / REFITTING

REMOVING/REFITTING THE DCU

CAUTION
When manipulating this plate, be sure not to pinch or pull the peripheral harnesses.

• Connect the DCU connectors (Pass Conn black ; IMC brown; EMC grey).
• Connect the battery.
• If reusing the old DCU there is no reinitialisation to perform.
• If using a new DCU:
- If the old DCU was not communicating, make a note of the data to initialise the DCU.
- If the old DCU was communicating, transfer the data stored in the diagnostic tool.

Vital: Refer to the instructions in the diagnostic manual for the next two operations.
• The C3I for each injector must be entered before starting the engine.
• If this operation is not carried out, a recovery mode sets the engine speed to 1300 rpm with no pedal control
possible.
• It is also necessary to copy the programming values into the new DCU memory.
• Check the configuration is correct according to the vehicle configuration

y
• Start the engine to check operation.

1 p
• Erase the fault codes caused by the operations.

01 o
When the operation is finished, activate a DPF regeneration cycle with the diagnostic tool to reset the residual
/2 C
load programming.

CAUTION
08 nce

DPF regeneration generates high exhaust temperatures If regener tion is carried out in the workshop, the gas
extraction system must be suitably adapted.
va
Ad

© Delphi

13-160 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

14.1 TIGHTENING TORQUES


Components to tighten Torque
PPH plugs/engine block 10 to 15 N.m
Filter bell cover - Version fitted next to the tank 25.5 N.m max
DCU metal panel nut 2 Nm
PPH plug terminal nut 0.8 to 1.5 N.m
PWM SV fixing nut 10 N.m max
Water detector 2.5 Nm ± 10% after plastic diaphragm pierced
HP union on pump 18 Nm then 27 ± 2 Nm
HP union on injector 18 Nm then 27 ± 2 Nm
HP connector on rail (chamfer and black nut) 18 Nm then 27 ± 2 Nm
Pump/rail HP pipe vibration damper bolt 15 ± 1 N.m
Fixing bolt under harness 8 N.m max

y
Cover fixing screw - Engine compartment version 10 N.m max

1 p
On/Off SV fixing bolt 01 o 10 N.m max
Injector clamp bolt 7 N.m then 55° ± 5°
/2 C
Pump/block mounting bolt 22 ± 2 N m
DCU / plastic base bolt Tighten by hand.
08 nce

Rail/block mounting bolt 22 ± 2 N.m


IMV bolt on pump (staged tightening at the same time) 5.5 Nm
CRANK and CAM sensor bolt 10 N m max
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-161


III APPENDICES

TECHNICAL INFORMATION

14.2 REFERENCE VALUES

Terminals
Components Measuring tolerance
Sensor or DCU
"Double track" pedal sensor "signal 1" : 1 &Earth 2 YDT484
(Connector, 6 way - black error proofing) "1" : PCC35 and earth
PCC47
Voltage depends on the position
"signal 2" : 5 &Earth 4 YDT484
"2" : PCC34 and earth
PCC44
Electronic pedal sensor Between 5 and 4 YDT484 pwm signal
(Connector, 6 way - black error proofing) "PWM" : PCC51
Rail pressure sensor YDT246D YDT483 Voltage depends on the pressure

y
(Connector, 3 way - red error proofing) Between 1 and earth 2 IMC 20 and IMC40

1 p
CRANK sensor 01 o YDT246D YDT482 Hall effect
(Connector, 3 way - blue error proofing) "raw " signal : 2 and earth : 1 EMC G1 and EMC B2
/2 C
CAM sensor YDT246D YDT483 Hall effect
(Connector, 3 way - white error proofing) "raw " signal : 2 and earth : 3 IMC E1 and IM A4
08 nce

Catalytic converter temperature sensor YDT709B P e: Voltage depends on the temperature


(ditto on pre- and post) Between 1 and 2 • YDT482
(Connector, 2 way, with error proofing) • EMC G2 and EMC
A3
va

Post:
• YDT482
Ad

• EMC H2 & EMC A3


DPF differential pressure sensor YDT709C YDT482 Voltage is a function of pressure difference
(Connector, 3 way - black error proofing) Between 1 and 2 EMC D2 and A2
Manifold pressure sensor YDT280B YDT483 Voltage depends on the pressure
(Connector, 4 way - grey error proofing) Between 4 and earth 3 IMC 32 and IMC 38
AC pressure sensor Between 2 and 3 YDT484 Voltage depends on the pressure
(Connector, 4 way - red error proofing) PCC 33 and 45
Inlet air temperature sensor (in AMF) YDT710C YDT482 Voltage depends on the temperature
(Connector, 6 way - black error proofing) Between E and C EMC F3 and B3
Inlet air temperature sensor YDT280B YDT483 Voltage depends on the temperature
(Connector, 4 way - grey error proofing) Between 1 and 3 IMC 08 and 52
Coolant temperature sensor YDT246E YDT483 Resistance depends on the temperature
(Connector, 2 way - green error proofing) Between 1 and 2 IMC H3 and EMC B2
Fuel temperature sensor YDT246E YDT483 Resistance depends on the temperature
(Connector, 2 way - green error proofing) Between 1 and 2 IMC J3 and EMC A4
© Delphi

14-162 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

Terminals
Components Measuring tolerance
Sensor or DCU
Clutch pedal "On/Off" - 25% switch YDT483
Between 1 and 2 Voltage depends on pedal position
(Connector, 2 way - grey error proofing) IMC 44 and IMC 40
Clutch pedal "On/Off" - 75% switch YDT484
Between 1 and 2 Voltage depends on pedal position
(Connector, 2 way - grey error proofing) PCC 39 and PCC 43
"Proportional" clutch pedal sensor YDT484
3V : Between 2 and 3 Voltage depends on pedal position
(Connector, 3 way - black error proofing) PCC 32 and PCC 49
EGR valve - control/motor +:
(Connector, 5 way - blue error proofing) • YDT483
YDT521D • IMC 06 pwm signal
Between 1 and 2 -: Engine: 3.5 Ω at 20 .
• YDT48

y
• IMC 18

1 p
EGR valve - position sensor YDT521D YDT483
01 o Voltage depends on the position
(Connector, 5 way - blue error proofing) Between 3 and 4 IMC 25 and 52
/2 C
EGR exchanger by-pass - position sensor YDT482
(Connector, 3 way - blue error proofing) EMC A2
08 nce

YDT246D
and Voltage depends on the position
Between 2 and 3
YDT483
IMC 43
va

air flap control - Control/engine +:


(Connector, 5 way - black error proofing) • YDT483
Ad

YDT559D • IMC 30
pwm signal
Between 4 and 5 -:
• YDT483
• IMC 42
air flap control - position sensor YDT559D YDT483
Voltage depends on the position
(Connector, 5 way - black error proofing) Between 2 and earth 3 IMC 19 and IMC 39
Filter water sensor YDT246D YDT482
Voltage depends on the presence of water
(Connector, 3 way - blue error proofing) Between 2 and 3 EMC D3
VGT position sensor YDT246D YDT483
Voltage depends on the position
(Connector, 3 way - black error proofing) Between 1 and 3 IMC 35 and IMC 51
Brake pedal duplicate switch YDT484
Between 1 and 2 Not closed at rest
(Connector 2 way) PC 22
EGR cooler by-pass SV "on/off" Supply from the Engine Relay Unit
YDT537A YDT483
(Connector, 2 way - black error proofing) (+12V on pin 1)
Between 1 and 2 IMC 03
20Ω at 20°C
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-163


III APPENDICES

TECHNICAL INFORMATION

Terminals
Components Measuring tolerance
Sensor or DCU
VGT " SV" SV Supply via the DCU IMC 05
(Connector, 2 way - black error proofing) (+12V on pin 1)
YDT246E YDT483
16.5Ω at 20°C.
Between 1 and 2 IMC 04
2 A max
0.9 at 99% pwm
O2 probe YDT529D YDT483 Voltage depends on oxygen level
(Connector, 6 way, black) Between 2 and 6 IMC 24 and 34 Heating - Supply 12V/DCU IMC17 on pin 4
Supply 12V/DCU IMC 29 on pin 1
IMV YDT246E YDT482
5.3 Ω ± 10% at 20°C
(Connector, 2 way - brown error proofing) Between 1 and 2 EMC D4
1.2 A max

y
Injector n°1 to n°4 YDT482

1 p
(Connector, 2 way, grey on each injector) EMC:
• Injector n°1 : L3
01 o
and L4
/2 C
YDT471 • Injector n°2 : L2
180 mΩ
Between 1 and 2 and M2
08 nce

• Inje tor n°3 : L1


and M1
• Injector n°4 : M3
and M4
va

DPF Injector YDT482


YDT709D EMC K3 and earth
Ad

-
Between 1 and 2 • + batt if activated.
• 0 V if not activated.
DPF pump YDT483
IMC 07 and earth
YDT709A • + batt if pump not
-
Between 1 and 2 controlled.
• 0 V if pump
controlled.
© Delphi

14-164 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

Variable solenoid valve


(Check with YDT246 - Cable E)
PWM (%) Vacuum(mbar / min-max)
0 0 - 70
20 15 - 120
40 120 - 240
60 290 - 390
80 490 - 560
95 570 - 760

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-165


III APPENDICES

TECHNICAL INFORMATION

Coolant temperature sensor


(Check with YDT246E)
Temperature(°C) Resistance (Ω)
- 40 167834
- 35 121097
- 30 88341
- 25 65121
- 20 48127
- 15 38427
- 10 27649
-5 21157
0 16138

y
5 12898

1 p
10 9551
01 o
15 7857
/2 C
20 5245
08 nce

25 5068
30 4326
35 3266
va

40 2862
45 2163
Ad

50 1928
55 1432
60 1249
70 875
80 628
90 456
100 340
110 255
120 194
130 150
© Delphi

14-166 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

Air temperature sensor (integral in air flowmeter)


(Check with YDT710C)
Temperature(°C) Nominal resistance(kΩ)
- 40 43,32
- 30 24,71
- 20 14,65
- 10 8,96
0 5,65
10 3,66
20 2,43
30 1,65
40 1,14

y
50 0,81

1 p
60 0,58
01 o
/2 C
Ambient air temperature sensor (depending on vehicle type)
Temperature(°C) Nominal resistance(kΩ)
08 nce

- 40 9,8
- 30 9,02
20 7,9
va

10 6,59
0 5,17
Ad

10 3,85
20 2,8
30 1,97
40 1,39
50 0,98
60 0,69
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-167


III APPENDICES

TECHNICAL INFORMATION

Fuel temperature sensor


(Check with YDT246 - Cable E)
Temperature(°C) Nominal resistance(Ω)
- 40 75780
- 10 12462
25 2252
50 811
80 283
110 115
120 88

Inlet air flowmeter

y
(Check with YDT710 - Cable C)

1 p
Air flow (kg/h)
01 o Frequency(Hz ) Max frequency(Hz )
550 8966 9077
/2 C
500 8702 8811
450 8424 8530
08 nce

400 8118 8221


350 7783 7884
300 7405 7502
va

250 6981 7072


200 6501 6574
Ad

150 5903 5991


100 5040 5128
80 4569 4648
50 3804 3865
35 3315 3366
18 2582 2625
8 1816 1852
© Delphi

14-168 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

Manifold pressure sensor (combined with temperature)


(Check with YDT280 - Cable B)
Pressure (mbar) Voltage(V)
500 1,58
1000 2,3
(Atmospheric pressure approx. 1020 mbar)

1500 3,2
2000 3,95
2500 4,75

Manifold inlet temperature sensor (combined with pressure)


(Check with YDT280 - Cable B)

y
Temperature(°C) Voltage(V)

1 p
01 o - 40 4,88
- 16 4,6
/2 C
08 4
32 3,04
08 nce

56 2,02
80 1,24
104 0,74
va

128 0,45
152 0,28
Ad

176 0,18
184 0,15
200 0,13

AC pressure sensor
Pressure (bar) Voltage(V)
0 0,2
4 0,95
8 1,7
12 2,44
16 3,2
20 3,85
24 4,67
25 4,86
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-169


III APPENDICES

TECHNICAL INFORMATION

Rail pressure sensor


(Check with YDT246 - Cable D)
Pressure (bar) Voltage(V)
0 0,5
250 0,95
500 1,4
750 1,86
1000 2,32
1250 2,77
1500 3;2
1750 3,7
2000 4,1

y
2025 4,2

1 p
2200 4,5
01 o
/2 C
Catalyser temperature sensor (identical pre- and post characteristics)
(Check with YDT709 - Cable B)
08 nce

Temperature(°C) Voltage(V)
100 4,9
160 4,67
va

220 4,2
80 3,46
Ad

340 2,6
400 1,83
460 1,3
520 0,94
580 0,68
640 0,5
700 0,37
© Delphi

14-170 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

VGT position sensor (rod displacement for control diaphragm)


(Check with YDT246 - Cable D)
(%) Voltage(V)
0 0
15 0,73
30 1,5
45 2,2
60 2,95
75 3,7
90 4,4
100 5

y
EGR exchanger by-pass position sensor

1 p
(Check with YDT246 - Cable D) 01 o (%) Voltage(V)
/2 C
0 4,67
10 4,25
08 nce

20 3,83
30 3,42
40 3
va

50 2,58
60 2,17
Ad

70 1,75
80 1,33
90 0,92
100 0,5
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-171


III APPENDICES

TECHNICAL INFORMATION

EGR position sensor (integral with the valve)


(Check with YDT521 - Cable D)
Opening (%) Min/max voltage(V)
0 0
15 0,73
30 1,46
44 2,2
58 2,93
74 3,66
88 4,4
100 5

y
Air flap valve position sensor (integrated in the unit with the motor)

1 p
(Check with YDT559 - Cable D) 01 o Opening (%) Min/max voltage(V)
/2 C
0 0
15 0,73
08 nce

30 1,46
44 2,2
58 2,93
va

74 3,66
88 4,4
Ad

100 5

DPF delta P sensor


(Check with YDT709 - Cable C)
Pressure (mbar) Voltage(V)
0 0,5
200 1,3
400 2,1
600 2,9
800 3,7
1000 4,5
© Delphi

14-172 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

14.3 TOOLING REQUIRED

14.3.1 Changes in diagnostic cables.

Note:
(*) Change from "SICMA2" to "SICMA3" type YDT246
connectors required removal of the external lug on &
the male connectors in kits YDT246 and YDT280
YDT280.
A separate Technical Bulletin describes this
modification in detail.
This modification has been applied to kits
YDT246 and YDT280 : See DT444 .

1 p y
01 o
14.3.2 Changes to "SICMA" connectors.
/2 C
Change from "SICMA2" to "SICMA3" type
connectors required a different locking system
08 nce

Unlocking is by simultaneous application of :


• light pressure on lug [1] with a small
screwdriver. Warning: Push =
• a light extraction effort on the connector body
va

Unlocked Pull =
[2] in line with the sensor or actuator axis
Broken !!!
This modification is descr bed in a special
Ad

bulletin : See DT444 .

14.3.3 Special tooling summary.

Special tooling Part number


Plug dispenser YDT480
Vacuum cleaner YDT205
Peugeot Citroën CR kit YDT250
Upgrade kit YDT474
"Click" clip pliers YDT390
HP socket 17mm "long" YDT339
HP socket 17mm "short" YDT512
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-173


III APPENDICES

TECHNICAL INFORMATION

Special tooling Part number


Injector extractor YDT522
Releasing the locking quick-fit (on DPF injector pump) YDT597
Hydraulic diagnostic Part number
H3PI - Hydraulic diagnostics kit YDT278
DFI1.5 connectors - Hydraulic diagnostics YDT478
500ml container with 8mm quick-fit to measure the pump backleak flow YDT377 (also included in kit YDT465)
Kit HP-T - Hydraulic diagnostics YDT465
Dummy actuator kit YDT410
DCU diagnostic Part number
DIAMAND YDT450 / YDT460
Electrical diagnostic Part number

1 p y
154 pin DCU terminal box harness kit (for the 48 and 2x53 pin CINCH) YDT481 (YDT482 ; YDT483 ; YDT484)
01 o
Mini harness kit for sensors and actuators (for SICMA3 2 and 3 pin) YDT246
/2 C
Mini harness kit for sensors and actuators (for SICMA2 4 and 6 pin) YDT280
Mini harness kit for sensors and actuators (for KOSTAL 4 pin) YDT330
08 nce

Mini harness kit for sensors and actuators (for SICMA2 5 pin) YDT521
Mini harness kit for sensors and actuators (for KOSTAL 6 pin) YDT529
Mini wiring kit for sensors and actuators (for TYCO 2 pin) YDT537
va

Mini harness kit for sensors and actuators (for FEP pin) YDT559
Mini harness kit for sensors and actuators (for 2 pin Hitachi & 2 & 3 YDT709
Ad

pin YAZAKI)
Mini wiring kit for sensors and a tuators (for TYCO 6 pin) YDT710
Injector check harness (for FCI 2 pin) YDT471
Bulb priming pump with 10mm quick-fit male/female ----------

14.3.4 General tooling summary

Standard tooling Part number


Adaptor socket Facom R0.235 type
10 mm pipe wrench Facom 76.10 type
13 mm pipe wrench Facom 76.13 type
7 mm allen key Facom 83SH.7 type
Torque wrench, 0-5 Nm Facom R0.301 type
Torque wrench, 10-50 Nm Facom J.305DA type
Ratchet socket Facom S.372V type
10 mm combination wrench Facom 40.10 type
© Delphi

14-174 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

Standard tooling Part number


13 mm combination wrench Facom 40.13 type
17 mm combination wrench Facom 40.17 type
1/4 ratchet Facom R0.161 type
1/2 ratchet Facom S.161 type
Repositioner Facom S.234 type
1/4 8 mm socket Facom R0.8 type
1/4 10 mm socket Facom R0.10 type
1/4 13 mm socket Facom R0.13 type
Hexagonal socket head long Facom SHP.P6L type
17 mm crowfoot socket Facom 18.17 type
Torx 25 adapter Facom EX 625 type

1 p y
Torx female socket 6 Facom RTX.6 type
Thin nose pliers
01 o Fa om 185.20CPY type
1/4 extension Fa om R0.209 type
/2 C
1/4 extension Facom R0 210 type
08 nce

1/2 extension Facom S.210 type


1/2 extension Facom S.215 type
1/2 extension Facom S.208 type
va

Reducer Facom S.230 type


Angular tightening sector Facom DM.360 type
Ad

14.3.5 Consumables summary

Parts, consumables and cleaning kit Part number


"Clean" plugs 9001-870 to 9001-881 from dispenser YDT480
Clean brush
Cleaning solution Carclean brand
Lint-free cloths
Clean container
Grease for injector and pump backleak O-rings. ORAPI "CT 615" type or equivalent.
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-175


III APPENDICES

TECHNICAL INFORMATION
14.3.6 Repair harness range

Parts, consumables and cleaning kit Part number


Injector connector repair harness. 9001-922
• Fuel temperature sensor (Contacts tinned)
• Water temperature sensor
• Fuel heater - Version fitted in the engine compartment
• Minimum oil pressure switch
Injector connector repair harness. 9001-923
• IMV (Contacts gold)
• Water temperature sensor
• VGT PWM solenoid valve
• Oil level sensor

y
• Oil vapour heater

1 p
Injector connector repair harness. 9001-924
• Fuel heater - Version fitted next to the tank
01 o (Contacts tinned)
/2 C
Injector connector repair harness. 9001-930
• Water detector (Contacts tinned)
08 nce

Injector connector repair harness. 9001-931


• High pressure sensor (Contacts gold)
• CAM sensor
• CRANK sensor
va

• EGR exchanger by-pass sensor


• VGT position sensor
Ad

Injector connector repair harness. 9001-845


• injectors (Contacts gold)

(Other repair harness variants are available and are listed in the technical bulletin DT458 in DIRECT EVOLUTION)
© Delphi

14-176 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION
14.3.7 Wiring diagrams

Vehicle CAN
KL15
DCU
Brake Light Switch
DW10CTED4 Accelerator Pedal
(Type: electronic
+VBatt Signal - PCC 22 + batt track)
DELPHI
CEM 1- Supply
H2O EMC C2 - Crash input 2 Signal
Signal - EMC D3 signal
Water in Fuel Sensor 3 - Return
PCC 19 - Wakeup
Air Mass Flow 6
and Air +VBatt
Temperature 0V 5
Sensor PCC 51- Signal (PWM) 0V 4
+VBatt
D- Supply Accelerator
PCC 46 – Track 1 supply Pedal (Type: 2
tracks)
B – AMF signal AMF Signal - EMC C3 PCC35 – Track 1 signal
Log
NTC
E – T° signal T° Signal - EMC F3 PCC 47 – Track 1 return
QL t°
C - Return AMF/T1 Return - EMC B3 PCC 20 – Track 2 supply
PCC 34 – Track 2 signal
EGR bypass
PCC 44 – Track 2 return

y
Clutch switch (Type:
1- Supply
PCC 39 Signal 75% Bottom)

1 p
Supply - IMC 17
CC 43 - Return
2 - Return Output - IMC 03 Clutch switch (Type:
01 o Supply - IMC 16
IMC 44 - Signal 25% - Top)

1- Supply IMC 40 - Return


/2 C
Atmospheric
Pr ssure Sen or Clutch Master Cylinder
3 - Signal Signal - IMC 43 IMC 27 - Supply Sensor
PCC 32 - Signal
2 - Return Return - IMC 40 V
EGR Bypass PCC 49 - Return
08 nce

Position Sensor Air Conditioning


P
PCC 21 - Supply
P
PCC 33 - Signal
Engine Coolant T°
Sensor Log
NTC
gnal EMC H3 PCC 45 - Return AC Pressure
t° +VBatt + batt
va

Return - EMC B2 Transducer

Ambient T°
Sensor Log
Signal - EMC H1
NTC
t° AC relay
Ad

Return - EMC B3
AC Clutch
Log
PCC 16 - (ON/OFF) output Solenoid
Fuel T° Sensor NTC
Signal - EMC J3

Return - EMC A4
0V
Exhaust gas T° Log
Signal - EMC G2
(upstream) NTC EMC F1 - Supply 3- Supply HALL
Sensor t° Return - EMC A3
CRANK Shaft
EMC G1 - Signal 2 Signal CRANK Sensor

Return - EMC B2 1 - Return


Exhaust gas T°
(downstream) Log
NTC
Signal - EMC H2
Sensor 1- Supply CAM
t° EMC F1 - Supply CAM Shaft
Return - EMC A3
Sensor
EMC E1 - Signal 2 Signal
HALL
Vs
DPF Differential V Supply - EMC C4 Return - EMC A4 3 - Return
Pressure Sig + batt (Architecture
Sensor Signal - EMC D2 dependant)
P Rtn
Return - EMC A2

PCC 37 - LIN bus M


Oil Level Oil Signal - EMC D1 Active Grill
Sensor
Controller Shutter

Return - EMC A2

Low Oil
Pressure Oil
Switch Signal - IMC 31
0V
PCC 03 - Power Ground n°1
0V PCC 04 - Power Ground n°2
0V
PCC 53 - Power Ground n°3
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-177


III APPENDICES

TECHNICAL INFORMATION

Main PC 28
Relay

+ Batt - PCC 05
Fuse 15A
+ Batt - PCC 05
+VBatt
Power Supply for VGT Actuator - PCC 01
Fuse 10A Fuse 10A
+ batt Power Supply for EGR Bypass - PCC 06
Power Supply for O2 Heater - PCC 30
KL15

15 Ignition Ready - EMC C1

Battery 50
0 1 2 Crank (KL50)

30
Accessory (KL30)

y
Coolant Fan M Coolant Fan
Controller
(Diag) input - PCC 26

1 p
(PWM) output - PCC 13

3- Supply 0V
V
Vs

1 Signal
01 o Supply - IMC 13
Sig
/2 C
Rail Pressure
Signal - IMC 20
Sensor P Rtn 2 - Return
Return - IMC 40

Log
08 nce

NTC
1 Signal Signal - IMC 08

Air T° and Boost
Pressure sensor Vs
V 2- Supply
Supply - IMC 14
Sig Atmospheric
4 Signal Pressure Sensor
Signal - MC 32
P Rtn
3 - Return
va

4
Return - MC 38 V
2
+ batt
1

2
7
Glo P gs Control and
Diagnostic Module
8
Control - EMC H4
P
PPH module 4 Glow 1
3
Ad

Plugs
4
6 Diagnostic - MC 47
5
0V
Signal O2 Sensor UN - MC 34
O2 2 - Return O2 Sensor VM - MC 24

O2 Heater 5 O2 Sensor IA - IMC 22


and sensor
4- Supply O2 Heater supply - MC 41

3 O2 Heater (PWM) output - MC 53

1 O2 Sensor IP - MC 23
+ batt
Control - MC 07
Fuse
Vaporizer Pump
Vaporizer
system
+ batt
+ batt
Control - IMC 11

Fuse Feedback - EMC K3


SmartStart Vaporizer glow-plug
Applications
0V
Starter Relay
KL50 Alternator LIN bus output - EMC A1
M

0V TCM Output - PCC 27 DCU DW10CTED4


(MPS6) Starter Inhibit – EMC E3 DELPHI
0V
© Delphi

14-178 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION

+VBatt Inlet Metering Valve

1- Supply

2 - Return
EMC D4 - PWM output

VGT Actuator

IMC 05 - Supply 1- Supply

IMC 04 - PWM output 2 - Return

IMC 14 - Supply 2- Supply

3 Signal
IMC 35 - Signal
IMC 51 - Return 1 - Return
VGT Position Sensor

IMC 06 - Drive « + » 2 - EGR+

y
IMC 18 - Drive « - » - EGR

1 p
01 o IMC 15 - Supply 5 Supply

IMC 25 - Signal 3 Signal

4 - Return
IMC 40 - Return
/2 C
EGR modul valve assembly and position sensor
Intake Throttle valve assembly and position
nsor
IMC 30 - Driv « + » - Hbr+
08 nce

M
4 - Hbr-
IMC 42 - Drive « - »
MC 14 - Supply 1- Supply

MC 19 - Signal 2 Signal
va

Atmospheric
Pressure Sensor
IMC 39 - Return 3 - Return
Flywheel
(S/W order)
V
EMC M3 HSD1 Injector
Ad

1
#1
P EMC M4 - LSD1

EMC L2 - HSD2 Injector 2


Engine Block

EMC M2 - LSD2 #2

EMC L3 - HSD3 Injector 3

EMC L4 - LSD3 #3

EMC L1 - HSD4 Injector


4
#4
EMC M1 - LSD4
CAN1_H
PCC 40 - CAN1 High
CAN1_L
PCC 52 - CAN1 Low
+ batt +VBatt

16 9 14 6
Low High

OBD Connector
7

4 5
EMC B1 - ISO K
PCC 38 - CAN2 0V
High
PCC 50 - CAN2 Low
DCU DW10CTED4 IMC 33 - CAN2 High
DELPHI
© Delphi

IMC 45 - CAN2 Low

DDNX354B(EN) - Issue 1 of 03/2011 14-179


III APPENDICES

TECHNICAL INFORMATION

14.4 ABBREVIATIONS AND DESCRIPTIONS

+IGN + Ignition on (battery voltage when ignition is on)


+Bat or VBat Battery voltage
ABS Anti Lock Brake System
AC Air Conditioning
Immob Engine immobiliser
ADIN Alternator-starter
AIH Air Heater (preheating resistor)
Supp. Power supply
AMF Air Mass Flow
AOS Anti-Oscillation Strategy
ASR Anti-skid
LP Low pressure
PPH unit Pre-post heating unit

y
ACCR Air conditioning cooling requirement

1 p
unit Built-In Systems Interface
ERU Engine Relay Unit
01 o
LP Low pressure
/2 C
Automatic Automatic transmission
Transmission
08 nce

Manual Manual gearbox


Transmission
Sequential Sequential gearbox
C3I Individual Injector Correction
va

C.A.N Controller Area Network (communication network)


3D Mapping Three dimensional map
SC Short circuit
Ad

SC - Short cir uit to earth


SC+ Short circuit to a positive potential
Control Control
PCC Passenger Compartment Connector
A/C Air conditioning
EMC External Motor Connector
EMC Effective Average Torque
IMC Internal Motor Connector
PCC Passenger Compartment Connector
CR Common Rail
RHD Right-Hand Drive
LHD Left-Hand Drive
DCU Diesel Control Unit (injection DCU)
DTC Diagnostic Trouble Code (fault code)
EEPROM Electronically Erasable Programmable ROM
EGR Exhaust Gas Recirculation
EOBD European On Board Diagnostic
ESP Electronic Stability Programme
SV Solenoid valve
© Delphi

14-180 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

TECHNICAL INFORMATION
DPF Particle filter
Gap Gap representing two teeth missing from flywheel
Fan Fan unit
Fan 1 Fan low speed
Fan 2 Fan high speed
Heater Water heaters
Hexadecimal 16-character digital base from 0 to F
HP High pressure
HPS High Pressure Sensor
US Unserviceable, off
HSD Controlled by positive side of injector control circuit (High Side Drive)
IDE Identification
IMV Inlet Metering Valve
Info. Information
Key off Ignition off

y
Key on Ignition on

1 p
Limp home Recovery strategy which sets the engine speed to 1300 rpm regardless of pedal position. Used
to drive the vehicle to nearest parking place.
01 o
LIN Controller Area Network (communi ation network)
/2 C
Linearised A linearised value is the conversion of the signal sent to the DCU input into a physical value
LSD Controlled by earth (negative) side of injector con rol circuit (Low Side Drive).
08 nce

VSL Vehicle speed limiter


Max Maximum
MDP Minimum Drive Pulse (minimum pulse required for injection).
Min Minimum
va

NVM Non Volatile Memory


OBD On Board Diagnostic (diagnost cs linked to emissions)
Pedal 1 Data from track 1 of accelerator pedal sensor
Ad

Pedal 2 Data from track 2 of accelerator pedal sensor


Power latch Phase when DCU is on standby after ignition is switched off
PPH Pre-Post Heating
Prail Rail pressure
Preheating 1 Resistor control for preheating 1
Preheating 2 Resistor control for preheating 2
PWM Pulse With Modulation (%) See PWM
RAA Inlet air heater
TAR Turbo Air Reheat (TAR)
RAM Random Access Memory
RCW Remote Control Wake
PWM Open Cycle Ratio (%)
PI regulator Proportional Integral Regulator
RN Random Number
CTR Coolant Temperature Reheat
VCC Cruise control
S2RE Electronic heating regulation system
A-S After Sales Department
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 14-181


III APPENDICES

TECHNICAL INFORMATION
Swirl Inlet throttle
T° Temperature
Temp. Temperature
TCU Transmission Control Unit (automatic transmission control unit - TCU)
VGT Variable Geometry Turbo.
Thermo. 1, 2 or 3 Water heater 1, 2 or 3
Digital value It is the output value from the analogue / digital converter
VAN Vehicle Area Network
Vext Sensor supply voltage (approx 5V)
VSD Vehicle Specific Data (vehicle information used to program the codes)
WH Water Heater

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

14-182 DDNX354B(EN) - Issue 1 of 03/2011


APPENDICES III

NOTES

1 p y
01 o
/2 C
08 nce
va
Ad
© Delphi

DDNX354B(EN) - Issue 1 of 03/2011 15-183


III APPENDICES

NOTES

1 p y
01 o
/2 C
08 nce
va
Ad

© Delphi

15-184 DDNX354B(EN) - Issue 1 of 03/2011


Whilst every care has been taken in compiling the information in this publication, Delphi Diesel Systems Ltd. cannot accept legal liability for any inaccuracies.
Delphi Diesel Systems Ltd. has an intensive programme of design and development which may well alter product specification. Delphi Diesel Systems Ltd.
reserve the right to alter specifications without notice and whenever necessary to ensure optimum performance from its productrange.
All Rights Reserved
No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form, or by any means, electronic, mechanical, photocopying,
recording or otherwise, without the prior permission of Delphi Diesel Systems Ltd.

Il a été apporté une attention particulière pour garantir l'exactitude des renseignements contenus dans cette publication par Delphi Diesel Systems Ltd., mais
la société décline toute responsabilité légale à cet égard. Delphi Diesel Systems Ltd. poursuit un programme intensif de conception et de développement
qui peut entraîner la modification des spécifications des produits. Delphi Diesel Systems Ltd. se réserve le droit de modifier les spécifications, sans pré-
avis et si cela est nécessaire, pour assurer les performances optimales de sa gamme de produits.
Tous droits réservés
Toute reproduction, mémorisation dans un système informatique ou transmission sous quelle que forme que ce soit, ou par tout moyen électronique,
mécanique, par photocopie, enregistrement ou autre de cette publication est interdit sans l'autorisation préalable de Delphi Diesel Systems Ltd.

Anche se ogni cura è stata adottata nel compilare le informazioni di questa pubblicazione, Delphi Diesel Systems Ltd. Declina qualsiasi responsabilità per
eventuali imprecisioni. Delphi Diesel Systems Ltd. svolge un intenso programma di progettazione e sviluppo che potrebbe modificare le specifiche del prodotto.
Delphi Diesel Systems Ltd. si riserva il diritto di modificare le specifiche senza preavviso e ogniqualvolta lo ritenga necessario ai fini assicurare le prestazioni
ottimali dalla sua gamma di prodotti.
Tutti i diritti riservati
Nessuna parte di questa pubblicazione può essere riprodotta, memorizzata in un sistema elettronico o trasmessa in qualsiasi forma o con qualsiasi mezzo,
elettronico, di fotocopiatura, di registrazione o altro, senza previa autorizzazione di Delphi Diesel Systems Ltd.

Aunque hemos tomado todas las precauciones necesarias al recopilar esta publicación, Delphi Diesel Systems Ltd. no acepta ninguna responsabilidad legal
por inexactitudes que puedan aparecer en la misma. En Delphi Diesel Systems Ltd. se sigue un programa intensivo de diseño e investigación el cual podría
en cualquier momento alterar la especificación de los productos. Delphi Diesel Systems Ltd. se reserva el derecho de alterar las especificaciones
sin notificación previa y siempre que esto sea necesario para asegurar el mejor funcionamiento posible de sus productos.
Todos los Derechos Reservados
No se permite copiar, almacenar en sistema recuperable ni transmitir esta publicación de ninguna forma o medio electrónico, mecánico, de fotocopia,
grabación o cualquier otro, sin autorización previa de Delphi Diesel Systems Ltd.

Bei der Zusammenstellung der in dieser Veröffentlichung enthaltenen Informationen wurde mit größtmöglicher Sorgfalt vorgegangen. Delphi Diesel Systems
Ltd. kann jedoch rechtlich nicht für etwaige Ungenauigkeiten zur Verantwortung gezogen werden. Delphi Diesel Systems Ltd. führt ein forlaufendes Design
und Entwicklungsprogramm durch, weshalb es möglich ist, daß sich Produkdaten ändern. Delphi Diesel Systems Ltd. behält sich das Recht vor, ohne
Vorankündigung Spezifikationen jederzeit zu ändern, um die optimale Leistung seiner Produkte sicherzustellen.
Alle Rechte vorbehalten.
Kein Teil dieser Veröffentlichung darf ohne vorherige Genehmigung durch Delphi Diesel Systems Ltd. abgedruckt, in einem Datenverarbeitungssystem
gespeichert oder auf irgendeine Art und Weise, sei es auf elektronischem oder mechanischem Wege, durch Fotokopiren, Aufzeichnen oder auf sonstige Art,
übertragen werden.

Ainda que se tenha lido o máximo cuidado na compilação da informação contida nesta publicação, a Delphi Diesel Systems Ltd., não pode aceitar qualquer
responsabilidade legal por inexactidões. ADelphi Diesel Systems Ltd. tem um programa intensivo de projecto e desenvolvimento qe pode porventurau
alterar as especificações do produto. ADelphi Diesel Systems Ltd. reserva o direito de alterar especificações sem aviso e sempre que seja necessario
para assegurar um desempeho óptimo da sua linha de produtos.
Todos os direitos reservados.
Nenhuma parte desda publicação pode se reproduzida, armazenada num sistema de onde possa ser recuperada ou transmitida de alguma forma, ou por
quaisquer meios, electrónico, mecânico, de fotocópia, gravação ou outros, sem autorização antecipada de Delphi Diesel Systems Ltd.