Pdffile 47530 101122111 00000713.006

GENERAL MANUAL
CR - CITROËN - DW10CTED4
GENERAL MANUAL
CR - CITROËN - DW10CTED4
2010
DDNX339B(EN)
DDNX339B(EN)
Kommen Sie nicht mit dem Hochdruckstrahl in Verbindung! Besonders nicht, wenn Whilst every care has been taken in compiling the information in this publication, Delphi Diesel Systems Ltd. cannot accept legal liability for any inaccuracies.
Druckrohrleitung oder Dichtung geprüft werden! Hochdruckflüssigkeiten können tödliche Delphi Diesel Systems Ltd. has an intensive programme of design and development which may well alter product specification. Delphi Diesel Systems Ltd.
Verletzungen verursachen! Im Falle einer Berührung mit der Haut, kontaktieren Sie sofort reserve the right to alter specifications without notice and whenever necessary to ensure optimum performance from its productrange.
einen Arzt. Bitte beachten Sie die Gesundheits-/und Sicherheitsunterlagen. 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,
Mantenga las manos y el cuerpo lejos del rociado del líquido, especialmente inyectores, recording or otherwise, without the prior permission of Delphi Diesel Systems Ltd.
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. 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
Ne pas approcher les mains ni le corps des jets de liquides, particulièrement ceux qui peut entraîner la modification des spécifications des produits. Delphi Diesel Systems Ltd. se réserve le droit de modifier les spécifications, sans pré-
provenant des fuites de tuyaux et des joints soumis à la haute pression. Le liquide sous avis et si cela est nécessaire, pour assurer les performances optimales de sa gamme de produits.
Tous droits réservés
haute pression injecté sous la peau peut causer des blessures mortelles. En cas
Toute reproduction, mémorisation dans un système informatique ou transmission sous quelle que forme que ce soit, ou par tout moyen électronique,
d’injection sous la peau, consulter immédiatement un médecin. Se reporter a la fiche de mécanique, par photocopie, enregistrement ou autre de cette publication est interdit sans l'autorisation préalable de Delphi Diesel Systems Ltd.
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
Anche se ogni cura è stata adottata nel compilare le informazioni di questa pubblicazione, Delphi Diesel Systems Ltd. Declina qualsiasi responsabilità per
onder hoge druk, met name bij een lek aan een leiding of dichting. Als de vloeistof onder eventuali imprecisioni. Delphi Diesel Systems Ltd. svolge un intenso programma di progettazione e sviluppo che potrebbe modificare le specifiche del prodotto.
hoge druk onder de huid terechtkomt, kan dit zelfs tot dodelijke verwondingen leiden. Als Delphi Diesel Systems Ltd. si riserva il diritto di modificare le specifiche senza preavviso e ogniqualvolta lo ritenga necessario ai fini assicurare le prestazioni
de vloeistof onder de huid terechtkomt, onmiddellijk een arts raadplegen. Lees de gezon- ottimali dalla sua gamma di prodotti.
dheids-en veiligheidsfiche met betrekking tot de brandstof.z 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,
Não exponha a pele a jactos de combustível sob pressão, especialmente os devidos a elettronico, di fotocopiatura, di registrazione o altro, senza previa autorizzazione di Delphi Diesel Systems Ltd.
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.

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
Úsese protección para los ojos/la cara. Veiligheidsbril/-masker gebruiken. 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
Wear eye/face protection. Use protecção da face/olhos. 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.
Porter un appareil de protection
des yeux / du visage.
Von Zündquellen fernhalten Conservare lontano da fiamme

- Nicht rauchen. e scintille - Non fumare.
Bei der Zusammenstellung der in dieser Veröffentlichung enthaltenen Informationen wurde mit größtmöglicher Sorgfalt vorgegangen. Delphi Diesel Systems
Conservar alejado de toda llama Ver van open vuur en ontstekingsbronnen Ltd. kann jedoch rechtlich nicht für etwaige Ungenauigkeiten zur Verantwortung gezogen werden. Delphi Diesel Systems Ltd. führt ein forlaufendes Design
o fuentede chispas - No fumar. houden - Niet reken. 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.
Keep away from sources of ignition Mantenha afastado de fontes
Kein Teil dieser Veröffentlichung darf ohne vorherige Genehmigung durch Delphi Diesel Systems Ltd. abgedruckt, in einem Datenverarbeitungssystem
- No smoking. de ignição - Proibido fumar. gespeichert oder auf irgendeine Art und Weise, sei es auf elektronischem oder mechanischem Wege, durch Fotokopiren, Aufzeichnen oder auf sonstige Art,
übertragen werden.
Conserver à l'écart de toute flamme ou
source d'étincelles - Ne pas fumer.
Geeignete Schutzhandschuhe tragen. Usare guanti adatti.

Ainda que se tenha lido o máximo cuidado na compilação da informação contida nesta publicação, a Delphi Diesel Systems Ltd., não pode aceitar qualquer
Aangepaste veiligheidshandschoenen responsabilidade legal por inexactidões. ADelphi Diesel Systems Ltd. tem um programa intensivo de projecto e desenvolvimento qe pode porventurau
Usen guantes adecuados. alterar as especificações do produto. ADelphi Diesel Systems Ltd. reserva o direito de alterar especificações sem aviso e sempre que seja necessario
dragen
para assegurar um desempeho óptimo da sua linha de produtos.
Todos os direitos reservados.
Wear suitable gloves. Use luvas apropriadas. 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.
Porter des gants appropriés.

TABLE OF CONTENTS
SPE CIAL FE AT URE S OF THE SYST EM I
RE MOVAL / REF IT TI NG II
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Produced and published by:

Delphi France SAS
Diesel Aftermarket
12 - 14 Boulevard de l’industrie
41042 Blois Cedex Tel: (+33) (0) 2 54 55 39 39
France Fax: (+33) (0) 2 54 55 39 12
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 i

I SPE CIAL FE ATUR ES O F T HE SYST EM
TABLE OF CONTENTS
1. ENGINE SPECIFICATIONS DW10CTED4

1.1 DESCRIPTION................................................................................................................................................................1-1
1.2 TECHNICAL SPECIFICATIONS OF THE PSA DW10CTED4 ENGINE..........................................................................1-6
2. PARTS SUPPLIED BY DELPHI
2.1 HIGH PRESSURE PUMP................................................................................................................................................2-7
2.1.1 Transfer pump..............................................................................................................................................2-9
2.1.2 High pressure pump....................................................................................................................................2-9
2.1.3 Inlet metering valve (IMV).........................................................................................................................2-10
2.1.4 Fuel temperature sensor............................................................................................................................2-11
2.1.5 Venturi.........................................................................................................................................................2-11
2.1.6 Oldham coupling........................................................................................................................................2-13
2.1.7 HP outlet......................................................................................................................................................2-13
2.1.8 Pressure limiter..........................................................................................................................................2-14
2.1.9 LP unions....................................................................................................................................................2-14
2.2 INJECTORS..................................................................................................................................................................2-15
2.2.1 Specifications.............................................................................................................................................2-15
2.2.2
2.2.3
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Cylinder head location...............................................................................................................................2-16
Sealing on the cylinder head.....................................................................................................................2-16
2.2.4
2.2.5
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Electrical checks.........................................................................................................................................2-16
LP backleak circuit......................................................................................................................................2-17
2.2.6
2.2.7 e
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Injector resetting strategy..........................................................................................................................2-21
2.3
2.2.8
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"Cylinder balancing" strategy....................................................................................................................2-21
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DCU..............................................................................................................................................................................2-22
2.3.1
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Specifications.............................................................................................................................................2-22
2.3.2
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The Inputs / Outputs...................................................................................................................................2-24
3.
3.1
3.2
OTHER COMPONENTS
2
TUBULAR RAIL............................................................................................................................................................3-27
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":...........................................................................................4-40
4.2.3 Mileage regeneration:................................................................................................................................4-40
4.2.4 Forced regeneration:..................................................................................................................................4-40
4.2.5 Natural regeneration:.................................................................................................................................4-40
4.2.6 Specific features in After-market:.............................................................................................................4-40
4.3 AIR CIRCUIT.................................................................................................................................................................4-41
4.3.1 Schematic...................................................................................................................................................4-41
4.3.2 Vacuum circuit............................................................................................................................................4-42
© Delphi
ii DDNX339B(EN) - Issue 1 of 06/2010

SPE CIAL F EAT URES OF THE SYS TEM I
TABLE OF CONTENTS
4.3.3 Features of the air circuit with DPF...........................................................................................................4-43

4.3.4 Variable geometry turbo (VGT).................................................................................................................4-43
4.3.5 Heat exchanger : Air / Turbo circuit..........................................................................................................4-45
4.3.6 Heat exchanger : Coolant / passenger compartment heating circuit.....................................................4-45
4.3.7 Heat exchanger : Coolant / EGR circuit.....................................................................................................4-45
4.4 ELECTRICAL SUPPLY..................................................................................................................................................4-46
4.5 BUILT-IN SYSTEMS INTERFACE (BSI)......................................................................................................................4-49
4.6 CAN (CONTROLLER AREA NETWORK).....................................................................................................................4-51
4.6.1 Description..................................................................................................................................................4-51
4.7 ENGINE IMMOBILISER...............................................................................................................................................4-53
4.8 DIAGNOSTICS.............................................................................................................................................................4-54
4.8.1 Diagnostic communication........................................................................................................................4-54
4.8.2 Diagnostic socket.......................................................................................................................................4-54
4.9 Actuators......................................................................................................................................................................4-56
4.9.1 Inlet metering valve (IMV).........................................................................................................................4-56
4.9.2 On/Off Solenoid valves .............................................................................................................................4-56
4.9.3 PWM solenoid valves.................................................................................................................................4-58
4.9.4
4.9.5
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EGR valve....................................................................................................................................................4-60
DPF fuel additive dosing ...........................................................................................................................4-60
4.9.6
4.9.7
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Oil vapour recycling heater.......................................................................................................................4-61
Fuel heater..................................................................................................................................................4-61
4.9.8
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A/C compressor clutch...............................................................................................................................4-62
Additional water circulation pump...........................................................................................................4-62
4.10
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Pressure sensors.........................................................................................................................................................4-63
4.10.1
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4.10.2 Minimum oil pressure sensor...................................................................................................................4-63
4.10.3 Atmospheric pressure sensor...................................................................................................................4-64
4.10.4 Refrigerant fluid pressure sensor.............................................................................................................4-64
4.10.5
4.10.6
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Inlet air pressure / temperature sensor....................................................................................................4-64
DPF differential pressure sensor...............................................................................................................4-65
4.11 Temperature sensors:.................................................................................................................................................4-66
4.11.1 Air temperature sensor (integral in air flowmeter).................................................................................4-66
4.11.2 Coolant temperature sensor......................................................................................................................4-67
4.11.3 Fuel temperature sensor............................................................................................................................4-68
4.11.4 Pre- and post- precatalyser temperature sensors...................................................................................4-68
4.11.5 Pre-DPF temperature sensor.....................................................................................................................4-69
4.12 Position sensors:.........................................................................................................................................................4-70
4.12.1 Crankshaft position sensor (CRANK)........................................................................................................4-70
4.12.2 Camshaft position sensor (CAM)..............................................................................................................4-70
4.12.3 VGT position sensor...................................................................................................................................4-71
4.12.4 EGR valve position sensor.........................................................................................................................4-71
4.12.5 Air circuit flap valve position sensor........................................................................................................4-72
4.12.6 EGR exchanger by-pass position sensor..................................................................................................4-72
4.12.7 Accelerator pedal position sensor............................................................................................................4-73
4.13 Other sensors..............................................................................................................................................................4-74
4.13.1 Air flowmeter..............................................................................................................................................4-74
4.13.2 Oil level sensor...........................................................................................................................................4-75
4.13.3 O2 sensor....................................................................................................................................................4-75
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 iii

TABLE OF CONTENTS
4.13.4 Accelerometer sensor................................................................................................................................4-75

4.13.5 Water detector in the diesel filter..............................................................................................................4-76
4.13.6 Brake pedal switch(es)...............................................................................................................................4-76
4.13.7 Clutch pedal switch....................................................................................................................................4-77
4.14 Information..................................................................................................................................................................4-77
4.14.1 "Key signal" information............................................................................................................................4-77
4.14.2 "Vehicle speed" information......................................................................................................................4-78
4.14.3 "Battery voltage" information....................................................................................................................4-78
4.14.4 "Sensor voltage" information....................................................................................................................4-78
4.14.5 "Gear engaged" information.....................................................................................................................4-78
4.15 LEDs..............................................................................................................................................................................4-78
4.16 Default modes.............................................................................................................................................................4-78
4.17 Recovery modes..........................................................................................................................................................4-79
4.17.1 Diagnostic LED...........................................................................................................................................4-79
4.17.2 Fast idle.......................................................................................................................................................4-79
4.17.3 "Reduced fuelling" mode...........................................................................................................................4-79
4.17.4 "Optional reduced fuelling" mode............................................................................................................4-79
4.17.5
4.17.6
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"Fixed fast idle" (Limp home) mode.........................................................................................................4-79
Engine stop.................................................................................................................................................4-80
4.18
4.17.7
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Timed engine stop.....................................................................................................................................4-80
Engine torque..............................................................................................................................................................4-80
4.18.1
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"Indicated" torque ......................................................................................................................................4-80
"Resistant" torque.......................................................................................................................................4-80
4.18.3
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"Driver request" torque..............................................................................................................................4-81
4.18.4
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Driver torque request filtering...................................................................................................................4-81
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4.19 Engine status...............................................................................................................................................................4-81
4.20 Idle speed management.............................................................................................................................................4-82
4.21 Rail pressure management........................................................................................................................................4-83
4.21.1
4.21.2
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Principle......................................................................................................................................................4-83
Pressure increase.......................................................................................................................................4-84
4.21.3 Pressure discharge.....................................................................................................................................4-84
4.22 Injection phasing.........................................................................................................................................................4-84
4.23 Injected fuel flow.........................................................................................................................................................4-85
4.24 EGR management.......................................................................................................................................................4-86
4.24.1 Principle......................................................................................................................................................4-86
4.24.2 Catalytic converters....................................................................................................................................4-87
4.25 Engine cooling ............................................................................................................................................................4-88
4.25.1 Relay control...............................................................................................................................................4-89
4.25.2 Chopper control..........................................................................................................................................4-89
4.26 Additional heating.......................................................................................................................................................4-90
4.27 A/C management ........................................................................................................................................................4-93
4.27.1 Description..................................................................................................................................................4-93
4.27.2 Components...............................................................................................................................................4-93
4.28 Pre/post heating (PPH)................................................................................................................................................4-95
4.28.1 Principle......................................................................................................................................................4-95
4.28.2 PPH unit.......................................................................................................................................................4-97
4.28.3 Diagnostics (PPH).......................................................................................................................................4-97
4.28.4 LED (PPH)....................................................................................................................................................4-98
© Delphi
iv DDNX339B(EN) - Issue 1 of 06/2010

TABLE OF CONTENTS
4.28.5 Plugs (PPH).................................................................................................................................................4-98

4.29 Optional equipment....................................................................................................................................................4-99
4.29.1 Vehicle cruise control and speed limiter (VCC or LVS)...........................................................................4-99
4.29.2 Automatic or semi-automatic transmission (AT / SAT)........................................................................4-100
5. COMPONENT PLACEMENT
5.1 COMPONENT PLACEMENT......................................................................................................................................5-103
5.1.1 Engine compartment - Type n°1.............................................................................................................5-103
5.1.2 Engine compartment - Type n°2.............................................................................................................5-104
5.1.3 Citroën C4 Picasso passenger compartment.........................................................................................5-105
5.1.4 Citroën C4 passenger compartment.......................................................................................................5-106
5.1.5 Citroën C5 passenger compartment ......................................................................................................5-107
5.1.6 Citroën C8 passenger compartment ......................................................................................................5-108
5.1.7 Citroën Jumpy passenger compartment ..............................................................................................5-109
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© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 v

I I RE MOVAL / R EF ITT ING
TABLE OF CONTENTS
6. SUMMARIES
6.1 CLEANLINESS CONDITIONS....................................................................................................................................6-111
6.2 PLUGGING.................................................................................................................................................................6-112
6.3 RAIL/INJECTOR HIGH PRESSURE PIPE...................................................................................................................6-113
6.4 RAIL............................................................................................................................................................................6-114
6.5 INJECTOR..................................................................................................................................................................6-115
6.6 PUMP/RAIL HIGH PRESSURE PIPE..........................................................................................................................6-117
6.7 VENTURI....................................................................................................................................................................6-118
6.8 IMV.............................................................................................................................................................................6-119
6.9 FUEL TEMPERATURE SENSOR...............................................................................................................................6-121
6.10 HIGH PRESSURE PUMP............................................................................................................................................6-123
6.11 FUEL FILTER..............................................................................................................................................................6-125
6.12 DCU............................................................................................................................................................................6-126
6.13 TIGHTENING RECOMMENDATIONS.......................................................................................................................6-127
6.14 SCHEDULE.................................................................................................................................................................6-128
7. PRELIMINARY OPERATIONS
8. REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE
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REMOVING A RAIL/INJECTOR HIGH PRESSURE PIPE..........................................................................................8-135
PREPARING A RAIL/INJECTOR HIGH PRESSURE PIPE..........................................................................................8-136
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REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE............................................................................................8-136
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PREPARING THE RAIL...............................................................................................................................................9-138
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10.1
REMOVING/REFITTING AN INJECTOR
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REMOVING AN INJECTOR.....................................................................................................................................10-141
10.2
10.3
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PREPARING AN INJECTOR....................................................................................................................................10-143
REFITTING AN INJECTOR......................................................................................................................................10-145
11. REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS
11.1 REMOVAL................................................................................................................................................................11-147
11.2 REMOVING/REFITTING THE PUMP/RAIL HIGH PRESSURE PIPE........................................................................11-152
11.2.1 REMOVING THE PUMP/RAIL HIGH PRESSURE PIPE..........................................................................11-152
11.2.2 PREPARING THE PUMP/RAIL HIGH PRESSURE PIPE.........................................................................11-152
11.2.3 REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE.........................................................................11-153
11.3 REMOVING/REFITTING THE VENTURI..................................................................................................................11-153
11.4 REMOVING/REFITTING THE IMV...........................................................................................................................11-154
11.4.1 REMOVING THE IMV..............................................................................................................................11-154
11.4.2 PREPARING THE IMV.............................................................................................................................11-157
11.4.3 REFITTING THE IMV...............................................................................................................................11-157
11.5 REMOVING/REFITTING THE FUEL TEMPERATURE SENSOR.............................................................................11-158
11.5.1 REMOVING THE FUEL TEMPERATURE SENSOR................................................................................11-158
11.5.2 PREPARING THE FUEL TEMPERATURE SENSOR...............................................................................11-159
11.5.3 REFITTING THE FUEL TEMPERATURE SENSOR.................................................................................11-159
11.6 REMOVING/REFITTING THE HIGH PRESSURE PUMP.........................................................................................11-161
11.6.1 REMOVING THE HIGH PRESSURE PUMP............................................................................................11-161
© Delphi
vi DDNX339B(EN) - Issue 1 of 06/2010

REMOV AL / RE FI TTI NG II
TABLE OF CONTENTS
11.6.2 PREPARING THE HIGH PRESSURE PUMP...........................................................................................11-164

11.6.3 REFITTING THE HIGH PRESSURE PUMP.............................................................................................11-165
12. REMOVING/REFITTING THE FUEL FILTER
12.1 REMOVING THE FUEL FILTER................................................................................................................................12-167
12.2 PREPARING THE FUEL FILTER...............................................................................................................................12-170
12.3 REFITTING THE FUEL FILTER.................................................................................................................................12-170
13. REMOVING/REFITTING THE DCU
13.1 REMOVING THE DCU..............................................................................................................................................13-173
13.2 PREPARING THE DCU.............................................................................................................................................13-175
13.3 REFITTING THE DCU...............................................................................................................................................13-175
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© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 vii

I II T ECHNICAL I NF ORMAT ION
TABLE OF CONTENTS
14. TECHNICAL INFORMATION

14.1 TIGHTENING TORQUES.........................................................................................................................................14-177
14.2 REFERENCE VALUES..............................................................................................................................................14-178
14.3 TOOLING REQUIRED..............................................................................................................................................14-189
14.3.1 Changes in diagnostic cables................................................................................................................14-189
14.3.2 Changes to "SICMA" connectors...........................................................................................................14-189
14.3.3 Special tooling summary.......................................................................................................................14-189
14.3.4 General tooling summary......................................................................................................................14-190
14.3.5 Consumables summary.........................................................................................................................14-191
14.3.6 Wiring diagrams.....................................................................................................................................14-192
14.4 ABBREVIATIONS AND DESCRIPTIONS.................................................................................................................14-195
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© Delphi
viii DDNX339B(EN) - Issue 1 of 06/2010

ENGINE SPECIFICATIONS DW10CTED4
1.1 DESCRIPTION
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Engine change/power index.
TED
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Variable geometry turbo with heat exchanger.
4
2
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
DDNX339B(EN) - Issue 1 of 06/2010 1-1


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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
1-2 DDNX339B(EN) - Issue 1 of 06/2010


Range of vehicles fitted:
C4 Picasso:
py
C5 range:
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 1-3


C4 range:
py
Co
C8: e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
1-4 DDNX339B(EN) - Issue 1 of 06/2010


Jumpy (VP/VU):
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 1-5

1.2 TECHNICAL SPECIFICATIONS OF THE PSA DW10CTED4 ENGINE
py
Co
e
c 0 1 0
Commercial name
n
a 6/2
2l HDI 16V
Project name
d v DW10CTED4
A 8/0
Identification - engine plate RHO2)
RHO2 (RHH 120Kw ) (RHE 110Kw) (RHD 100Kw)
Possible emission controls
Transmission
2 Euro 5
ML6C 6-speed manual gearbox.
Semi Automatic/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
1-6 DDNX339B(EN) - Issue 1 of 06/2010

PARTS SUPPLIED BY DELPHI
2.1 HIGH PRESSURE PUMP

Pressure is generated by a high pressure pump
DFP3.4. ID mark Description
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 crankshaft (max speed 4 Fuel temperature sensor
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
8 Inlet metering valve (IMV)
The pump may be stored within a temperature range of Fuel input
9
-30°C to + 150°C. 10 Fuel outlet
Fuel temperature must be between -30°C and +80°C with
peaks at 90°C and a pressure range of 0 to 1800 bar. 10
Pressure may peak at 2000 bar depending on the over
boost strategy. 6
9
It consists of a mechanical transfer pump, a pressure
stage driven by an inlet metering valve, a fuel
4
temperature sensor and a venturi.
It is designed for:
py
•
•
pressures from 0 to 2000 bar.
a maximum incoming flow of 130 l/h.
Co 7
•
•
injected flows of 0 to 30 l/h.
e
c 0 1 0
Pump speeds of 50 to 2250 rpm (engine drive ratio
8
n
2
0.5)
a 6/2
5
Special features
d v
A 8/0
• Driven by an Oldham coupling (coupling at the end 1
of the camshaft - symmetrical).
•
•
IMV located laterally.
2
Phasing through the design of the pump to
synchronise variations in torque with variations in
timing.
3
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
DDNX339B(EN) - Issue 1 of 06/2010 2-7


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 s peed Rail pressure HP Flow

(rpm) (bar) (l/h)
50 200 16,8
400 250 42
1000 1400 63
2000 1950 84
Note:
The table above shows the values without IMV regulation (fully open) and fuel at 40°C. This information is given for
y
illustrative purposes only as it cannot be measured on the vehicle.
p
Co
For all operations, all openings must be plugged using clean plugs from the dispenser YDT480.
e
c 0 1 0
The pump is fixed to the cylinder head by three M8 bolts.
n
a 6/2
d v
A 8/0
2
© Delphi
2-8 DDNX339B(EN) - Issue 1 of 06/2010

2. 1. 1 Tr ans fer pu mp
• 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 cm 3.
• 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 ...).
• Operation on the return circuit: back pressure 250 mbar maximum with 90 l/h and fuel at 40°C.
•
y
Maximum fuel return : 80l/h under full load conditions.
p
Co
The return flow check can be carried out with tool YDT377.
This component does not require any network intervention.
2. 1. 2 Hig h p res s ure pu mp

e
c 0 1 0
• 2 opposed pistons.
n
a 6/2
•
d v
2 pumping chambers of 0.35 cm 3/revolution giving 0.7cm 3 total for the pump.
A 8/0
• Pressure modulation by IMV.
• High pressure regulated by IMV and discharged by the injectors (return circuit to the venturi).
•
2
Integrated pressure limiter (see specific section).
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
DDNX339B(EN) - Issue 1 of 06/2010 2-9

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 mete rin g v alv e (IMV)
The IMV (brown connector) is installed between the low pressure circuit and the pressure generation stage.
Specifications :
• Supply voltage : +Bat (DCU regulation
py
•
between 8V and 16V).
Co
Control signal : OCR (frequency between 0.25
•
kHz and 2kHz)
Typical currents: e
c 0 1 0
-
n
a 6/2
Around 200mA during full opening
phases such as at engine start.
-
d v
Rarely above 1A other than transitory
A 8/0
phases.
- Stabilised, between 0.55 and 1A.
•
2
Force to disconnect the connector (maximum
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 (See note in the Tooling section).
The pressure can be checked using the H3PI kit YDT278, YDT410 and the HP-T kit YDT465.
© Delphi
2-10 DDNX339B(EN) - Issue 1 of 06/2010

2. 1. 4 F uel temp era ture s ens or
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
(See note in the Tooling section).
2. 1. 5 Ventu ri
py
It is located on the pump return.
Co
circuit.
c 0 1 0
The venturi creates a vacuum in the injector return
e
in the pump housing. n
It is connected by a locking plastic connector fitted
a 6/2
v
The fuel backleak is via a LP circuit with special
d
A 8/0
plastic connectors.
When removing or refitting the connectors, always
damaged. 2
keep them axially aligned or the connectors will be
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
DDNX339B(EN) - Issue 1 of 06/2010 2-11

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 :

• The speed (pump outlet flow).
• The load (injector backleak flow).
•
y
The fuel temperature (backleak load loss).
p
Fuel returns directly to the fuel tank.
o
This component does not require any network intervention.
C
CAUTION
e
c 0 1 0
When running the dynamic hydraulic diagnostic test with the kit YDT465, the opening on the pump must not be
plugged.
n
a 6/2
(the plug might melt with the pump core temperature).
d v
Use the connectors in the kit YDT478 which contains a plug that will withstand the high temperature.
A 8/0
2
© Delphi
2-12 DDNX339B(EN) - Issue 1 of 06/2010

2. 1. 6 Old ham cou pling
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
signify wear.
If lost or damaged, replace with a new part.
py
There is no incorrect way of fitting on the pump (symmetrical design).
2. 1. 7 HP outlet
Co
e 1 0
It creates a hydraulic connection between the pump
c 0
and the rail via a 1/4 inch HP tube (outer 6.35 mm).
It has a diameter of M14 x 1.5 mm.
n
a 6/2
v
This part should only be manipulated in accordance
d
A 8/0
with recommendations (safety, cleanliness,
tightening, etc. see specific operations)
It is fitted in the main housing.
CAUTION 2
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.

© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 2-13

2.1.8 Pressure lim iter
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.
2 .1 . 9 LP union s
The pump has a low pressure inlet and outlet.

py
These parts do not require any network
intervention.
Co
The connections are made using quick release
connectors:
• e
c 0 1
The supply (inlet : from the filter) has a
0
diameter of 10 mm / white.
n
a 6/2
•
v
The return (outlet: to the tank) has a diameter
of 8 mm / green.
d
A 8/0
2
Each connector has a white or green mechanism to
1
lock it to the pump.
For all operations, all openings must be plugged 2 3

using clean plugs from the dispenser YDT480.
© Delphi
2-14 DDNX339B(EN) - Issue 1 of 06/2010

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 (DFI1.4 injectors on the
DW10BTED4), the internal design incorporates a Valve CVA valve
combined valve and adaptor plate. Back Leak Externe / Body
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
NPO
Adaptor plate
py
o
2. 2. 1 Spec ification s
•
•
It is of the "solenoid" type.
e
The injector is a monoblock type.C 0
• The body diameter is 19mm .
n c 0 1
a 6/2
• The HP Connector is M14x1.5 mm.
•
v
LP backleak by quick-release.
d
A 8/0
• The injector has 8 injection holes in a
symmetrical pattern at 45° intervals.
•
•
Correction). 2
It uses C3I (Improved Individual Injector
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
DDNX339B(EN) - Issue 1 of 06/2010 2-15

2 .2 . 2 Cylin der hea d lo cation
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.
2 .2 . 3 Sealing on the cy linde r head
py
A seal is fitted between the cylinder head and the
mm).
Co
injector contact face (copper washer - thickness 2.25
e
c 0 1 0
This washer is a captive type and is factory fitted.
If the injector has been removed and is to be reused,
it is vital to replace the washer.
n
a 6/2
d v
Delphi supplies a special "After-sales" replacement
washer (See specific Method section) .
A 8/0
2
2 .2 . 4 Elec trica l ch ecks
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
2-16 DDNX339B(EN) - Issue 1 of 06/2010


The injector electrical connections with the main engine harness include two sub-harnesses :
• Injectors n°1 & n°2.
• Injectors n°3 & n°4.
N°4 & N°3
N°2 & N°1
This assembly allows two possibilities for electrical checks :

• On the injector connector with the YDT471 cable.
•
py
On the intermediate harness with the YDT330 kit.
Co
e
c 0 1 0 YD T471
Y DT471 n
a 6/2
d v
A 8/0
V
O RP M
(rpm)
2
A
VC I / DIA MAN D
2. 2. 5 L P bac kleak cir cuit
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
DDNX339B(EN) - Issue 1 of 06/2010 2-17

Each connector has a green locking arm to lock it

onto the injector or the pump.
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.
py
o
• When refitting, grease the O rings with ORAPI "CT 615" grease or equivalent.
e C 0
n c 0 1
v a 6/2
d
A 8/0
2
© Delphi
2-18 DDNX339B(EN) - Issue 1 of 06/2010


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 B
3 4
2
1
B
B A
B
B
C
t°
py
CAUTION
Co
The LP circuit design does not allow partial removal.
e
c 0 1
first remove the 2 sub-harness supports (M6 60
To make the operation easier, it is recommended to
1
n
A
hexagonal socket head screw ; 5mm socket).
v a 6/2
The operation sequence must be followed or
damage will ensue.
Always start by:
•
d
A 8/0
Unlock ; remove and plug the cylinder 4. x4
•
2
Repeat the operation on cylinders 3 ; 2 ; 1 then
the HP pump.
Refit in reverse order: The HP pump then cylinders Y DT273/YDT266
1 ; 2 ; 3 and 4.
Never apply force or flexion to the low pressure
circuit.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 2-19

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.
2.2.6 C3I
This code defines the control parameters for the

injector's initial start-up.
It consists of 20 alphanumerical characters.
py
due to their location:
Co
The C3I is displayed in two places on the injectors
•
• e
On a label stuck to the body itself.
c 0
On a plastic plate on the upper part.
1 0
n
a 6/2
The C3I is on three lines of 2 mm high characters.
v
It should be read from the top left of the top line
d
A 8/0
down to the bottom right of the bottom line.
On certain vehicle layouts, it may be necessary to
2
use a mirror to read it on the engine.
CAUTION
When refitting injectors, it is recommended to note the C3I and the cylinder allocation before installing the
injectors.
It is vital that the C3I matches its cylinder allocation.
Cylinder n°1 is on the clutch side and n°4 is on the timing side.
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
2-20 DDNX339B(EN) - Issue 1 of 06/2010

2. 2. 7 Inje ctor r es etting str ate gy
The DW10C resetting strategy is different from the

DW10B.
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..
It is based on point variations of the crankshaft engine speed sensor.
• Deceleration profile.
py
These variations are taken into account under specific conditions :
•
•
No engine load ("foot-of f").
Minimum vehicle speed 50km/h.
Co
•
e 0
Regulated pressure ranges : 250 / 450 / 800 / 1300bar.
c 0 1
(Above 1300bar, there is no measurement as the noise will be audible to the driver)
n
a 6/2
Correction factors have been set for injected volumes of 0.8mg / 1.2mg and 2mg per stroke (No correction above
5mg).
d v
A 8/0
Under these conditions, the DCU increments the injector 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).
2
The DCU takes sequential samples for all 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.
Injector replacement would be inappropriate and the symptom will reappear.
If the hydraulic diagnostic results are normal, it is recommended to drive the vehicle under the conditions
described above before replacing one or more injectors.
The driver should be advised on the necessary driving conditions to be observed.
2. 2. 8 " Cylinder balancing" str ategy
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
DDNX339B(EN) - Issue 1 of 06/2010 2-21

2.3 DCU
The DCU is a DELPHI DCM3.5 type and conforms to Euro5 standards.
2 .3 . 1 Specific ations
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 ZZZ Z80 3.5
96Z Z D
CM
~
flash memory.
~
XXX
X V
12
MO XX XX
CE XXX XXXX
0C_ XXX XXX
W1 XXX XX
M _D XXX
CM XXX
DS_ XXX
D XXX
XXX
W XX
H
The DCU controls the following functions :

• Voltage supply.
• Engine immobiliser.
• Pre-post heating.
• EGR.
• Cooling and coolant temperature.
• Turbo boost.
py
•
•
Air conditioning compressor management
Flows and timing.
Co
•
• CAN intercommunication. e
c 0 1 0
The particle filter and the fuel additive dose.
• System diagnostics.
n
a 6/2
v
It has three independent connectors (PCC ; IMC ; EMC).
d
A 8/0
They are sealed and locked in the connected position.
Each connector has colour-coded foolproofing:
•
•
Pass Conn: 53 way - black.
IMC: 53 way - brown. 2
• EMC: 48 way - grey.
EMC IMC PCC

© Delphi
2-22 DDNX339B(EN) - Issue 1 of 06/2010


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
py
YDT482
Co YDT483 YDT484
e
c 0 1 0
The DCU input/output diagnostics can be done with
the terminal box kit.
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 2-23

2 .3 . 2 The Inpu ts / O utputs
EMC IMC PCC
EMC - Diagnostic with interface YDT482

4 3 2 1
py
M Injector 1
Co Injector 1 Injector 3 Injector 2
L Injector 4
e
c 0 1 0 Injector 4 Injector 3 Injector 2
K Not used
n
a 6/2
Not used Not used Not used
J Not used
d v Fuel T° signal Not used Pre-DPF T° signal
A 8/0
H Pre-post heating unit Coolant T° signal Post pre-catalyser T° Not used
control (PPH) signal
G Not used
2 Not used Pre - precatalyser T°
signal
CRANK signal
F Not used Flowmeter ait T° signal 5V supply n°1 5V supply n°3

(air manifold pressure + (CRANK and CAM
temperature) sensors)
E Not used Not used 5V supply n°1 - by-pass CAM signal
TAR (Turbo Air Reheat)
position
D IMV control Water present in d ie sel DPF differential P° signal Engine oil level signal
C 5V supply n°2 Flowmeter sig nal Not used Not used
(DPF differential P°
sensors)
B 5V supply n°2 - na Sensor earths Sensor earths Line K
(DPF T°) (Coolant T°)
A Sensor earth(flowmeter - Sensor earths Sensor earths Alternator LIN
fuel T° - T° pre + post cata)
© Delphi
2-24 DDNX339B(EN) - Issue 1 of 06/2010

EMC - Diagnostic with interface YDT483

1 2 3 4 5
TAR By-pass doser TAR doser control EGR exchanger by- VGT diaphragm ERU +Batt supply
control pass control control (Fuel heater)
6 7 8 9 10 11 12 13 14 15 16 17
EGR Not Inlet air Not Not Not Not 5V 5V 5V 5V ERU
valve used T°air used used used used supply n supply n supply n supply n +Batt
control tempera °3 °1 °1 °2 supply
"+" ture (Rail (EGR + (VGT (EGR by- (TAR ; by
pressur TAR position pass pass
e) position ) position TAR +
) sensor) EGR ;
AMF ;
O2)
18 19 20 21 22 23 24 25 26 27 28 29
EGR Not Rail TAR By- O2
py O2 O2 EGR TAR 5V 5V ERU
valve
control
used pressur
e signal
pass
doser
Co
probe
(Trim
probe
(pumpin
probe
(earth)
valve
position
doser
position
supply n
°2 - (na)
supply n
°2 - (na)
+Batt
supply
"-" position
control e
c 0 0
resistan
1
ce)
g
current)
signal signal (VGT SV
+ IMV)
30 31 32 33
n
a 6/2
34 35 36 37 38 39 40 41
Not Manoco Inlet air
d v
CAN2_ O2 Signal Acceler Acceler Sensor Sensor Sensor ERU
A 8/0
used ntact pressur H probe position o1 o1 earths earths earths +Batt
min oil P e signal signal VGT - + (CRANK (CAM) (P rail) supply
°
2 (Nernst
voltage)
(not
present)
(not
present)
) (Water
in the
fuel
detector
)
42 43 44 45 46 47 48 49 50 51 52 53
Not EGR Not CAN2_L Not PPH unit Acceler Acceler Acceler Sensor Sensor O2
used exchang used used Diag o2 o2 ometer earths earths probe
er by- (PPH) - + screenin (VGT (Inlet air heating
pass (not (not g position P + T°)
position present) present) )
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 2-25

PCC - Diagnostic with interface YDT483

1 2 3 4 5
ERU n°1 +Batt supply ERU power +Batt n°1 Power earth n°1 Power earth n°2 ERU power +Batt n°2
6 7 8 9 10 11 12 13 14 15 16 17
ERU n°2 Add. Add. Not Engine Second Fan 2 Fan 1 Alternat Not Heating Not
+Batt Heating pump used running ary or- used add._2 used
supply control control info. relay/ starter
add._1 DPF power start
control authoris
ation
18 19 20 21 22 23 24 25 26 27 28 29
ERU n°3 Remote 5V 5V Brake Not Not "Neutral Fan diag Starter Main Not
+Batt control supply n supply n switch 2 used used " status control Relay used
supply wake °2 °2 control
(RCW) (A/C P
py
30 31 32
sensor)
33 34
Co 35 36 37 38 39 40 41
ERU n°4 Transmi Not A/C
e
Pedal
c 0 1 0 Pedal LVS LIN CAN2_ Clutch CAN1_ Coolant
n
+Batt ssion used pressur signal signal kick- H signal H T° regul
supply status at
start
e signal
v a 6/2
accel._2 accel._1 down
signal
(on/off) valve
control
42
Not
43
Sensor
44
Sensor
45
Sensor
d
A 8/0
46
5V
47
Sensor
48
Sensor
49
LIN
50
CAN2_L
51
Clutch
52
CAN1_L
53
12V
used earths
(clutch
earths
(acc
earths
(A/C
2 supply n
°1
earths
(acc
earths
(LVS/
earth position
signal
earth
pedal) pedal n° pressur (acc pedal n° CC)

2) e) pedal + 1)
clutch
position
)
© Delphi
2-26 DDNX339B(EN) - Issue 1 of 06/2010

OTHER COMPONENTS
3 .1 TUBULAR RAIL
The rail is supplied by PSA (LAJOU).
The rail is of the forged tubular type with the pressure
sensor screwed on to the body (may not be removed).
It is located on top of the cylinder head. Cyli nde r n° 2
It is located by 3 x M8 bolts. C ylind er n°1

It has five M14x1.5 openings with inserted jets :
• 1 feed inlet (from the pump). Cyli nde r n °4
• 4 outlets (to the injectors).
C ylin der 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.
Specifications :
•
•
Volume 15 cm 3.
Pressure range: 0 - 2200 Bar.
py
•
•
Exceptional pressure 2500 bar
Burst pressure > 7000 Bar.
Co
CAUTION e
c 0 1 0
working on the system. n
When the engine is stopped, fuel is still pressurised in the rail. It is vital to wait for a minimum of 10 minutes before
a 6/2
d v
Rail pressure sensor
A 8/0
The sensor informs the DCU of the fuel pressure in the
rail.
2
It is positioned perpendicular to the axis of the rail.
It cannot be removed as this 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 mm 3/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
DDNX339B(EN) - Issue 1 of 06/2010 3-27

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)
Max. 470 820 1200 1450 1650 1900 at full 1800 without 2000 at full 1800
pressure
(bar)
py power full power power without full
power
Co
The sensor can be electrically checked with kit YDT246 (See note in the Tooling section).
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
3-28 DDNX339B(EN) - Issue 1 of 06/2010

OTHER COMPONENTS
3.2 HIGH PRESSURE PIPES
The HP pipes are supplied by PSA 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
cylinders n°1 or n°3.
3.
y
1 identically shaped pipe between the rail and
cylinders n°2 or n°4.
p
Co
Vital: Maintain the original positioning of the HP pipes
using plastic or rubber clips to absorb the hydraulic
pulses.
e
c 0 1 0
n
a 6/2
d v
Vital: Correctly position the HP pump/rail pipe where it
A 8/0
passes through the protective housing.
The sealing of the HP unions can be tested using the leak
detection cycle.
2
This cycle is activated from diagnostic tool DIAMAND
YDT450/YDT460.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 3-29

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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
3-30 DDNX339B(EN) - Issue 1 of 06/2010

OTHER COMPONENTS
3 .3 FUEL FILTER
The filter is supplied by PSA (MANN & HUMMEL) with

replaceable element:
• 60,000 km (normal use).
• 45,000 km (intensive use).
It is located in an aluminium bracket on the coolant

radiator side.
The filter should be bled at every engine service.
The filter cover is fixed by 4 x 30 Torx bolts.
The bowl must be cleaned with a "lint-free" cloth.

py
Vital: Clean the filter environment before any operation.
type with a 10 mm diameter / white.

Co
The inlet/outlet unions are of the quick release connector
the fuel flow within the filter. e

c 0 1 0
Arrows moulded into the filter indicate the direction of
n
a 6/2
There can be no confusion between the inlet and outlet
as different male and female connectors are used.
d v
A 8/0
2
Each connector has a locking mechanism to lock it to the
1
filter.
2 3
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 3-31

OTHER COMPONENTS
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 (See note in the Tooling section).
Make sure that the alternator is protected and that the
drain pipe is fitted before loosening the screw on the top
of the filter.
py
Bleeding the filter is carried out with two separate bleed
screws :
• On the top : breather
Co
• On the bottom : bowl drain.
e
c 0 1 0
The fluid collected must be recycled (mixture of water &
fuel with additives for the DPF).
n
a 6/2
d v
A 8/0
2
A bulb pump before the filter is used to prime the fuel circuit (maintenance ; operation.....).
There is an O-ring seal between the cover and the body.
Replace and lubricate the cover O-ring at the defined
service intervals.
The cartridge is seated on the cover and sealed with an
O-ring.
© Delphi
3-32 DDNX339B(EN) - Issue 1 of 06/2010

OTHER COMPONENTS
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 (See note in the Tooling section).
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 3-33

OTHER COMPONENTS
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
3-34 DD NX339B(EN) - Issue 1 of 06/2010

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM
4.1 FUEL CIRCUIT
4. 1. 1 Sche matic
VEHICLE FUEL TANK
Priming bulb
Fuel Heater & Filter
Fuel cooler (depends

High Pressure Pump with
Venturi on the country)
Out let
Key:
Tubular rail Low pressure circui t
y
(qu ick relea se con necto rs Ø 8 & Ø 10 m m)
Injector return circuits - low pressure
Injectors
o p (flexib le ru bber tubin g)
Ci rcuit haute pression
(tub es & ra ccord s HP)
e C 0
c 0 1
A computer strategy prevents the fuel circuit from emptying in the event of the tank running dry.
n
a 6/2
The activation of this strategy depends on the manufacturer.
v
4. 1. 2 Dr y tan k s tr ategy
d
A 8/0
If implemented, this strategy prevents the fuel circuit from becoming completely drained if the tank runs dry.
2
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.
Restarting is made easier by using the hand priming pump if the vehicle has one.
Note:
Some stalling is possible after running the tank dry, even after using the hand priming pump, until complete
degassing of the low pressure circuit is achieved.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-35

4 .1 . 3 Supply c ircu it
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.
All the unions are of the quick release connector type : diameter 10mm.
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 upstream of the filter can be used
to reprime the supply circuit up to the pump inlet
after running out of fuel or an after-sales operation.
py
Co
e
c 0 1 0
CAUTION
n
a 6/2
•
d v
The priming bulb pump may be absent, depending on the vehicle configuration, in this case :
For a partially empty fuel circuit, the transfer pump can prime the circuit using the starter motor in short
A 8/0
bursts ( 5seconds maximum).
• For a completely empty fuel circuit, the use of an auxiliary bulb pump "clean and plugged for storage" is
2
recommended to fill the circuit. It must then be removed and the final filling done using the transfer pump
with the starter motor as above.
4.1.4 Return c ircu it
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) thermal constraints, an exchanger may be fitted to the
return circuit to lower the temperature of the fuel returning to the tank.
This is located under the vehicle shell and its heat exchanger surface can be as follows:
© Delphi
4-36 DDNX339B(EN) - Issue 1 of 06/2010

Heat exchanger unit horizontal:
Heat exchanger unit vertical:

This exchanger is held in place by snap on clips on
the return circuit.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
4 .2 DIESEL PARTICULATE FILTER (DPF)
4. 2. 1 Prin ciple:
The DPF (Diesel Particulate Filter) concentrates the

particles created by combustion.
These particles are stored then burnt regularly
according to a specific strategy.
It is located on the exhaust line, after the catalytic
converter.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-37

On the C4 Picasso :
(2)
The DPF has three ducts: (3)
• Pre-DPF pressure duct. (1).
• Post-DPF pressure duct. (2).
• Vacuum / Passenger compartment heater
diaphragm duct. (3).
The pre- and post-DPF ducts are connected to the
differential pressure sensor to obtain the degree of
DPF clogging.
In the tank, the fuel is mixed with an additive "Eolys"
which reduces the particle combustion temperature (1)
by 100°C in the DPF (around 450°C instead of 550°
C).
If network intervention is required, the fuel collected
must be stored and identified to prevent it from
being mixed with normal fuel.
Additive dosing depends on the volume of fuel introduced into the tank.
y
It is therefore important to check fuel transfers to prevent overdosing, which reduces the frequency.
p
o
Specific conditions must be satisfied to effectively regenerate the particle filter:
• A minimum catalytic converter temperature. (if this is not reached, the DCU generates a specific post
injection).
e C 0
• A minimum engine temperature of 60°C.
n
There are several types of regeneration: c 0 1
•
v a 6/2
Regeneration according to the DPF load status. (Economical regeneration)
•
•
•
Mileage regeneration.
Forced regeneration.
Natural regeneration.
d
A 8/0
2
If the regeneration conditions are met, the DCU triggers a specific post injection.
The DCU sends the status "uncertain torque" to the CAN for the ESP, automatic transmission, etc.
This function ensures a flow and an injection phase.
This post injection involves correcting the main injection to regulate torque variations.
The correction is only active if regeneration is requested.
The DCU uses specific sensor and injection system sensor information and warns the driver via LEDs or messages
with symbols on the displays.
© Delphi
4-38 DDNX339B(EN) - Issue 1 of 06/2010

LEDs on the control panel or message:

• Engine diagnostic.
• Minimum level of additive in the tank.
• DPF clogging information.
Standard sensors:
• Engine temperature sensor.
• Intake manifold temperature sensor. (installed at the air distributor intake).
• Flow meter.
Specific sensors:
py
•
• DPF differential pressure sensor.
Co
Catalytic converter temperature sensors.
•
e 1 0
External air temperature sensor. (installed in the flowmeter or external rear-view mirror sent by the CAN) -
c 0
•
• n
Rain sensor information (by CAN).
a 6/2
Additive level information (by CAN).
•
v
Fuel level information (by CAN).
d
A 8/0
The information provided by the rain sensor informs the injection DCU of the effect on the external air temperature.
2
The DPF supervisor will adjust the inlet air heating to improve DPF regeneration.
To do this, the system can modulate the inlet air temperature: (solutions according to vehicle type):
• By diverting the air flow from the turbo exchanger using a special butterfly throttle valve.
• By controlling a cooling circuit valve to force an engine temperature rise.
• By controlling an additional resistance in the air inlet circuit.
The supervisor monitors the condition of the DPF and the ageing condition of the filter.
Specific driving conditions are also included for each user.
Regeneration is better under full load conditions rather than at high speed.
Regeneration normally takes a few seconds.
The supervisor manages this operation so that it is not noticed by the user.
The driver information concerning instantaneous consumption does not take into account the DPF post injection
directly.
However, average consumption takes this flow into account.
Before the regeneration phase, the supervisor prepares the engine for the thermal conditions required.
To do this, the supervisor disables the EGR, controls the inlet air heater to suit the vehicle architecture and sends
the electrical consumer activation request to the CAN to increase the engine torque and thus increase the exhaust
temperature.
These controls are timed to protect the consumers.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-39


The consumers consist of:
• Heated rear windscreen.
• Heated external mirrors.
• Preheating plugs.
The BSI controls the alternator to manage variations in the current consumers.
If the ESP is being regulated (status sent to the CAN) and the DPF supervisor wishes to activate regeneration, the
post injection will be delayed by a timer.
If the ESP control is still active, regeneration will be activated.
4 .2 . 2 DPF r egen era tion by "d iffer ential pr ess ur e" :

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 (no more additive or malfunction).
py
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.
Co
4 .2 . 3 Mile age re gener atio n: e
c 0 1 0
n
a 6/2
If the regeneration conditions are not met, the supervisor activates this regeneration mode.
It is similar to a recovery mode.
d v
A 8/0
The DCU records the mileage between each DPF regeneration.
It memorises the distances travelled to determine the specific conditions for each driver.
2
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 Fo rce d r ege ner ation:

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
to drive the vehicle at 50 km/h for at least two minutes.
These conditions enable the supervisor to trigger a regeneration cycle.
In this configuration, the DCU triggers "reduced flow" recovery mode.
If the DPF detects an admissible load status, the system returns to a differential pressure DPF strategy by default.
4 .2 . 5 Natur al r ege ner ation:

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).
4 .2 . 6 Specific fea ture s in A fter -m ark et:

If network intervention is required, the fuel collected must be stored and identified to prevent it from being mixed
with normal fuel.
© Delphi
4-40 DDNX339B(EN) - Issue 1 of 06/2010


The DPF has a specific diagnostic routine which is integrated into the diagnostics for the engine injection.
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 and to top up the additive level.
When replacing the DPF or the differential pressure sensor, the programming must be reset using the diagnostic
tool.
These substances must be recycled.
py
During this operation, the additive level must be topped up.
Co
A special additive warning LED is provided on the control panel along with fault codes in the DCU memory.
If the volume flow (from the flowmeter and the differential pressure sensor) is high, check for leaks in the DPF.
e 1 0
If this flow is zero, check that the DPF is not clogged.
c 0
Important: If the number of regenerations is too high, the post injection flow can dilute the engine oil volume.
n
a 6/2
4.3 AIR CIRCUIT
d v
4. 3. 1 Sche matic
A 8/0
2 Filtre à a ir a vec
dé bim ètre in té gré
A ir a t P atm os.
Air flow over front
face of vehicle
Va riab le g eo me try
tu rb o (V GT)
"Hot" air un der

"Ho t" a ir u nd er pressu re (in pressu re
DPF re gen erat io n pha se)
Air line
A ir/a ir in tercoo ler he at exch an ger

Re cycla ge de s ga z
d'éch app em en t - EG R
"Den se" a ir
und er p re ssure
Inle t m an if old
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-41

4 .3 . 2 Vacuum c ircu it
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
head and also serves as a support for the solenoid N°1 : TAR
valve mountings. TAR Bypass
VGT EGR
py Bypass CTR
Co
Note: e
c 0 1 0
n
Apply the correct torque values for the solenoid valves to avoid cracking the accumulator or tank.
a 6/2
d v
A 8/0
This accumulator has one inlet and two outlets :
• 1st outlet : TAR (Turbo Air Reheat) solenoid valve & TAR (Turbo Air Reheat) by-pass.
• 2nd outlet : VGT solenoid valve & TAR by-pass.
2
Vacuum circuit generation and distribution :
Accumulator or reservoir empty
Dep ends on ve hicl e typ e
Pump "empty"
Coo lant Te mpera tu re

R ehe at (CTR)
Turbo Ai r
EGR By-p ass VGT Tu rbo Air Re heat Re hea t By-pa ss
(TAR) (TAR By-p ass)
Master vac
An additional take off is available on the tank outlet side to supply the CTR (Coolant Temperature Reheat) coolant
heater solenoid valve "On/Off" .
© Delphi
4-42 DDNX339B(EN) - Issue 1 of 06/2010


This 5th solenoid valve is generally located on the bulkhead under the mastervac.
4. 3. 3 F eatur es o f the air c ircu it with DPF

To ensure the temperature rise for the DPF regeneration phases, it is necessary to modify the inlet flow in certain
areas of low speed or load.
In order to do this, the DCU manages the air flow with two flap valves at the inlet manifold inlet.
In the air circuit, between the air filter and the inlet
manifold, the temperatures and pressures vary
according to thermodynamic changes.
For optimum performance, the DPF requires a high TAR By-pass
overall exhaust system temperature.
During regeneration phases and for the air TAR
perimeter, the DCU shunts the turbo exchanger to
favour this temperature rise.
The two valves operate in opposition.
With "engine stopped" status, the two valve flaps
are :
• TAR valve : flap open.
• By-pass valve : flap closed.
py
Air inlet hosing are marked with markers in distinct colours:
Co
•
• e
Hosing for Turbo Air Reheat: yellow marker (from turbo exchanger).
c 0 1
Hosing for Turbo Air Reheat bypass: blue mark (from the air filter).0
n
The TAR valve also allows the EGR rate at the inlet to be increased depending on operating conditions.
a 6/2
v
It is the same thing for the solenoid valves that manage the coolant and EGR temperatures.
d
A 8/0
4. 3. 4 Var iable geo metr y tur bo (VG T)
Manufacturer : HTT. It is located on the engine exhaust manifold on the vehicle bulkhead side.
2
It has integrated liquid cooling from the vehicle cooling circuit.
Pressure regulation diagram
Air under
VGT solenoid atmospheric
OCR valve pressure
signal
DCU
Vacuum VGT control diaphragm
80
ZZZZ 3 .5
96Z DCM
XX ~
XX 2V
1 X
E MO XXXX
VGT
C_ C
10 XXX
DW
M_ XXXX
S _ CM XXXX
DD XXXX
WX X X
H
position
sensor
Inlet Air line

pressure Inlet air under
sensor mapped pressure
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-43

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.
The limitation of the boost setting depends on two maps (engine speed- atmospheric pressure and engine speed
- air temperature).
py
A strategy allows detection and warning of any fault
which may destroy the turbo.
o
The DCU compares the air flow and the engine
speed to check consistency.
C
4 00
Spe ed to rq ue
e 1 0
If a fault is detected, the DCU activates a recovery
c 0
mode (reduced flow) to protect the system.
35 0
3 00
n
(N.m)
2 50
v a 6/2
The "overboost" function is activated according to
engine speed variation and requested load criteria. 2 00
d
A 8/0
1 50
1 00
0 10 00 2 00 0 300 0 40 00 5 00 0
2 (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
4-44 DDNX339B(EN) - Issue 1 of 06/2010

4. 3. 5 He at e xchan ger : Air / Tur bo cir cuit
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.
It is an exhaust gas / coolant type.

py
4. 3. 6 He at e xchan ger : Coola nt / pas s enge r comp art ment hea ting circ uit
Its role is to heat the engine coolant and

aerotherm (passenger compartment) circuit.
Co
e 1 0
It is located under the vehicle, on the exhaust line
after the catalyser unit.
c 0
n
a 6/2
A solenoid valve drives a diaphragm that activates
a valve.
d v
A 8/0
This valve opens or closes the exhaust flow through
this exchanger.
An electric pump activates the coolant in this circuit.
2
4. 3. 7 He at e xchan ger : Coola nt / EGR circ uit
This is of the air / coolant type.

Its role allows the exhaust gas that will be recycled
into the inlet to be cooled.
Increasing the air density increases the inlet
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
flow in the exchanger.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-45

4.4 ELECTRICAL SUPPL Y
positive
IGN 5V – n°1
80
ZZZ . 5
3
6 ZZ
9 DCM
XXX 2V
1 ~ X
X MO XXX
C _ CE X X X X
0
_ DW1 X X X X
_CMM X X X
XXXX DS
WX X
H
5V – n°2
5V – n°3
Relay 1 Relay 2
control control
12V
+ Battery ERU
12V
The battery and the charging circuit must conform to specification to ensure the correct operation of the injection.
•
py
The engine DCU uses several types of electrical supply:
+IGN : Voltage from key on - voltage identical to "+ Batt".
•
•
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+Batt : Voltage from the battery/alternator [12-14V].
+5V : Stabilised voltage for the system sensors.
e 1 0
The +IGN, from the key, wakes the DCU which controls the ERU relays (Engine Relay Unit).
c 0
The + IGN supplies:
• DCU wake-up n
a 6/2
• PPH unit wake-up
d v
A 8/0
• Clutch pedal switch
• Brake pedal switch
2
The +Batt, from the battery, is managed by the ERU (Engine Relay Unit).
The injection system is supplied by the ERU through the DCU.
The ERU contains the engine relays and fuses in a central location. It is located:
• beside the left front wing on the C4and C4 Picasso.
• In a box beside the battery on the C5.
• beside the right front wing on the C8and C4 Picasso.
.
© Delphi
4-46 DDNX339B(EN) - Issue 1 of 06/2010


+Batt distribution :
+ Batt ERU DCU ctrl

In jectors
Main supply relay PCC 05 Inj ectors
InjeGr.
ctors
20A
+ Batt DCU Injectors
Gr. 4
4
Gr.4
F1 PCC 02
EGR valve
5A
Cont rol
F21 Fan 1
Cont rol
Fan 2 By SV- pass TAR
DCU ctrl
PCC 06 IMC 17
15A TAR SV
Relay Managed by the DC U
secondary F5
DPF add itive pump O2 probe heat ing Managed
by the DCU
Dedicated CAN + Batt by By SV- p ass
shunt in the EGR excha nge r
DCU
D eno x p robe he ater (if
ERU pre sent) Air flow meter
py
30A
F 10
Co PCC 01 IMC 05 Fu el he ate r

TM earth
e
c 0 1 0 Blow by hea te r T M earth
ERU
n
a 6/2 + Batt by
d v shunt in the
DCU
A 8/0
IMV Managed
15A
by the
PC 18 IMC 29
2
F19 DCU
VGT SV
ERU Managed by
the DCU + Batt by
sh unt in the
Coo lan t temp DCU
hea ti ng SV
10A
F20
PC 30 IMC 41
Wa ter de te cto r TM earth
CAN
Pulsair pump relay
30A
F14 fuse Te mp . he ating p ump
Co ola nt (PC h eat
ERU d epen din g on veh icle s)
This type of relay allows certain actuators and memories to be kept active during the power latch phase, while others
are inactive.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-47


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.
Vext - 5V allocation :
Accel. pedal Clutch position
46
Air conditioning
Regulator 5V pressure
n°1 21
20
0
ZZ8 5
y
C M3.ZZZ
6
X D ~ 9
XX 2V XX
1
CEMO X X X X
10
C_ XXX
M_ D W X X X X
XXX S_ C
M
D XXXX
H WX X
CH
Regulator 5V
o p
n°2
e C 0 16
EGR By-pass position
Internal DCU supply to
n c 0 1 27
a 6/2
sensors Distribution of 5V 28 EGR position TAR position
regulators
d v 14 VGT position
A 8/0
15 Rail pressure
13
Regulator 5V
n°3
2 CMI
CRANK CAM
F1
DPF ΔP
C4
B4 Manifold pressure
F2 TAR By-pass position
E2
CME
5V N°1
5V N°2
DCU – DW10CTED4
5V N°3
The DCU has several types of earth:

• Power earths.
• Electronic earths (sensor).
© Delphi
4-48 DDNX339B(EN) - Issue 1 of 06/2010


- 0V earth allocation :
Clutch status
43 Accel. pedal 2
44 A/C pressure
45 Accel. pedal 1
47 VSL
48 LIN
49
03
Centralisation of 04
earths in the PCC
DCU
y
CRANK
38
o p 39
CAM
e C 40
0
Rail pressure
1
VGT position
n c 0 51
Manifold press/temp TAR Bypass position
v a 6/2 52
TAR position EGR position
d
CMI
A 8/0 Coolant
2 B2
80
D C M3
.5
ZZZ
temp
96
ZZ
XX 2V
1 ~ X
X MO XXX
C_ CE X X X X
_ D W1 0 X X X
XXX MM
C
XXX DS _
Pre-DPF T°
XXX
HW
B3
EGR Bypass position
A2
Oil level
A3
Temp air in AMF Pre-precata T° Post precata T°
A4
Fuel temp DPF ΔP
DCU CME
DCU supplies and earths can be checked using kit YDT481 or on the sensors using kits YDT246 ; YDT280 ; YDT330 ;
YDT521 ; YDT529 (See note in the Tooling section.
4 .5 BUILT-IN SYSTEM S INTERFA CE (BSI)
The BSI 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).
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-49


The control panel is controlled by the BSI and the content of the CAN frames.
y
Réseau multiplexé (CAN et VAN)
p
Co
The housing is installed in the passenger compartment (under the driver's cockpit).
e
c 0 1 0
The BSI is divided into several levels according to the vehicle definition. The injection DCU communicates with and
integrates the parameters for the following components:
• ABS
n
a 6/2
• ASR
d v
A 8/0
• ESP
• Air conditioning
•
•
•
Transmission (Auto).
Immobiliser and transponder
Instrument panel information
2
• De-icing (for electrical consumption).
• Milometer function (mileage counter and transmits the distance covered).
• Rain sensor operation (includes the effect on cooling).
• VAN (vehicle "comfort" network).
© Delphi
4-50 DDNX339B(EN) - Issue 1 of 06/2010


The BSI 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 BSI.
4 .6 CAN (CONTROLLER AREA NETWORK)
4. 6. 1 De sc riptio n
py
The CAN provides a cross-system method of communication. It provides a highly flexible system. It protects the
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signals from interference (high frequency, radiation, electrostatic discharge).
CAN communication requires an earth and two wire connections:
•
•
CAN High
CAN Low. e
c 0 1 0
n
a 6/2
All the DCUs (ABS, ASR, ESP, BSI) send out pre-defined messages (frames) on the network. If you look at a CAN
v
frame, it looks like a sequence of binary data.
d
A 8/0
Network access is open. However, a management system controls:
Output:
•
•
•
Network access.
Switching management.
Frame construction.
2
• 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
DDNX339B(EN) - Issue 1 of 06/2010 4-51


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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
4-52 DDNX339B(EN) - Issue 1 of 06/2010

4 .7 ENG INE IMMOBILISER
It is of the "ADC3" type.

The immobiliser function is provided by coded dialogue between the engine DCU, the BSI and the ESP.
Communication is established via the CAN. This consists of a sending frame and a receiving frame.
Transponder
aerial Inje ction DCU
CAN L CAN H
VAN H
Control p anel BSI

VAN L
CAN L CAN H
ESP DCU
Door switch
py
The BSI monitors current consumption when the vehicle is on standby in order to wake dialogues between the DCUs to
anticipate the driver's requests.
Co
The transponder antenna transmits the identity of the key inserted into the lock to the BSI. If this key has been declared
c 0 1 0
the BSI will authorise the immobiliser activation procedure, otherwise it will be prevented.
e
The control panel informs the driver of the key status via an LED:
•
• n
Key programmed and Action at the lock: LED does not light.
a 6/2
Key not programmed and Action at the lock: LED flashes.
•
v
Copy key with no transponder and Action at the lock: Permanent illumination of the LED.
d
A 8/0
If starting is not activated within the first minute, the activation delay will be extended by 80 ms before re-establishing
dialogue.
2
When the engine DCU is woken by the +IGN, it generates a random number which is sent to the BSI via the CAN.
The two controllers are matched with encryption of the random number. They both apply the calculation separately. The
BSI 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
DDNX339B(EN) - Issue 1 of 06/2010 4-53

4.8 DIA GNOSTICS
4 .8 . 1 Diag nos tic c omm unica tion
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 Diag nos tic s oc ket.
It is of the EOBD - 16 pin type.

Allocation:
Diagnostic socket type: Pin no. Description

1 positive IGN
py 4 and 5 Earth
Co 6
7
CAN H
Line K
e
c 0 1 0 14 CAN L
n
a 6/2
16 positive batt
d v
A 8/0
On the C4 Picasso:
• Left Hand Drive: in the compartment on the
left of the steering wheel.
•
2
Right Hand Drive: in the glove box.
On the C4:
It is installed in the centre of the dashboard, behind
the protective cover.
© Delphi
4-54 DDNX339B(EN) - Issue 1 of 06/2010

On the C5:
It is installed in the central armrest.
On the C8:
It is installed in the central console.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
On the Jumpy:
• 2
Left Hand Drive: in the compartment on the
left of the steering wheel.
• Right Hand Drive: in the glove box.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-55

4.9 Actuators
4 .9 . 1 Inlet mete rin g v alv e (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 electrically checked with kit
YDT246 (See note in the Tooling section).
4 .9 . 2 On/O ff Solen oid va lves

py
The actuator is supplied by BITRON.
Co
• EGR cooler by-pass management.
c 0 1 0
The DW10CTED4 engine manages 2 identical "On/Off" solenoid valves:
e
•
n
Coolant temperature heating management.
a 6/2
v
The one for the EGR by-pass exchanger is located behind the engine with those in "PWM", next to the Delphi HP
d
A 8/0
pump.
It is fixed by two hexagonal socket cap screws (5mm
socket).
• 1 bolt top left.

2
It is protected by a heat shield fixed by 3 x M6 bolts:
• 1 bolt top right.

• 1 bolt in the middle, above the exhaust EGR By-pass
manifold. SV
© Delphi
4-56 DDNX339B(EN) - Issue 1 of 06/2010

CAUTION
On some vehicle applications where access is
restricted, it is possible to cut oneself on the edges.
The 2nd solenoid valve is generally located on the bulkhead under the braking mastervac.
Electrical operation is provided by a plunger core
solenoid.
p
The resistance value is around 20 Ω at 20°C.y
pump and stabilised with an accumulator.
Co
The vacuum (700 mbar) is supplied by the vacuum
e
c 0 1 0
With no electrical supply, the solenoid valve must
connect the "breather" outlet to the vacuum supply.
n
a 6/2
When the electrical supply is on, the solenoid valve
must connect the vacuum to the control
diaphragm (open / closed).
d v
A 8/0
2
The solenoid valve cannot be removed.
N° 3
Electrical connector errorproofing is used to ensure
that the black, blue and grey connectors are
connected to the correct sockets. N°2
The pneumatic connectors are pushed onto the
spigots and it is possible to find that the flexible
hoses stick slightly. On/Off SV
The EGR exchanger by-pass solenoid valve has a
"click" collar on its vacuum supply tube, use the
YDT390 pliers to open and close this collar.
Solenoid valve colour code allocation:
• White mark (n°1) : vacuum supply.
• Green mark (n°2) : control and variation. N°1
• Black mark (n°3 ) : breather
Always pull the tubes off in line with the connectors to avoid breaking the plastic spigots.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-57

The solenoid valve breather is connected to a

common circuit whose end is located above the
camshaft sensor: timing side.
4 .9 . 3 PWM so lenoid v alv es
The actuator is supplied by BITRON.

The DW10CTED4 engine manages three identical
proportional solenoid valves :
py
•
•
VGT diaphragm control.
TAR air flap valve control.
Co
• TAR by-pass flap valve control.
e
c 0 1 0
engine and are arranged in a line. n
These three solenoid valves are located behind the
a 6/2 VGT TAR TAR By-
They are fixed by two M6 nuts

d v SV SV pass SV
A 8/0
They are protected by a heat shield fixed by 3 x M6
bolts:
•
•
•
1 bolt top left.
1 bolt top right. 2
1 bolt in the middle, above the exhaust
manifold.
CAUTION
On some vehicle applications where access is
restricted, it is possible to cut oneself on the edges.
The heat shield must be removed to obtain access to tubes, mountings and connector.
© Delphi
4-58 DDNX339B(EN) - Issue 1 of 06/2010

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.
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.
y
The pneumatic connectors are pushed onto the spigots and it is possible to find that the flexible hoses stick slightly.
p
•
•
White mark (n°1) : vacuum supply.
Co
Solenoid valve colour codes and allocation:
Green mark (n°2) : control and variation.

N°1
N°2
• Black mark (n°3 ) : breather

e
c 0 1 0
n
Always pull the tubes off in line with the connectors
a 6/2
to avoid breaking the plastic spigots.
PWM
N°3
d v SV
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-59

4.9.4 EGR val ve
The actuator is supplied by VALEO.

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.
py
The valve should close automatically if the control fails.
engine operation.
Co
The progressive opening of the circuit permits the exhaust gas recirculation flow to be adjusted based on the
c 0 1 0
Position monitoring is measured by an integrated sensor (see specific section).
e
It supplies a voltage proportional to the flap opening.
n
The valve can be electrically checked using kit YDT521 - Cable D.
a 6/2
4 .9 . 5 DPF fue l add itive do sin g
d v
A 8/0
The actuator is supplied by SENSATA.
2
This function enables additives to be added to the
fuel according to the quantity introduced into the
tank.
This additive is called "Eolys".
A sensor is used to detect the minimum additive
level.
The component configuration varies according to
the vehicle platform:
• CAN-multiplexed control.
• Control wired through the DCU or BSI.
The parameters for this choice can be set by
programming the DCU with the diagnostic tool.
This pump transfers the additive from an auxiliary
tank to the main tank.
The additive can reduce the regeneration phase from 550°C to 450°C in the DPF and propagate combustion within
the particle deposits.
The minimum level sensor consists of a resistive component.
When the minimum level is detected, the remaining volume provides additive dosing for several full tanks.
The additive tank is fitted with a breather system and a protection system to prevent return flow.
This tank is heat insulated and installed under the vehicle.
© Delphi
4-60 DDNX339B(EN) - Issue 1 of 06/2010

CAUTION
This heat protection is fragile and has sharp edges.
Injection into the tank and circulation by the transfer pump helps mix the additive volume with the fuel.
The connector is a 3- or 6-way type - black error proofing.
The pump can be electrically checked with the YDT246 or YDT280 kits (See note in Tooling section).
4. 9. 6 Oil v apour rec yclin g h eater
The actuator is supplied by HUTCHINSON / DBK.

This actuator depends on the country in which the
vehicle is sold and the climate ("Cold" country
design).
The heater helps the circulation of oil vapour for
recycling.
The heater can be electrically checked with kit
py
Co
e
c 0 1 0
4. 9. 7 F uel heate r
n
a 6/2
d v
Actuator supplied by MANN & HUMMEL.
A 8/0
It is located in the fuel filter.
It has a 12V supply and has local regulation by
thermoswitch.
2
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 kit
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-61

4.9.8 A/C c omp ressor clutc h
The ensemble is integral with the compressor.

It is controlled by a coil which sticks two discs
together.
The connector is a 2 way type - yellow error
proofing.
4 .9 . 9 Add itional water c ircu lation pum p
Actuator associated with vehicles fitted with an

py
additional "WEBASTO" type heater.
Co
This pump allows warm air to be circulated into the
passenger compartment independently of the
engine pump.
e
c 0 1 0
additional heater.
n
It is installed under the body shell near the
a 6/2
v
The connector is a 2 way type - black error proofing.
d
A 8/0
The engine can be electrically checked using kit
YDT246 (See note in Tooling section).
2
© Delphi
4-62 DDNX339B(EN) - Issue 1 of 06/2010

4 .1 0 Pr essur e sens or s
4. 10 . 1 Rail pre ss ur e s en sor
Sensor supplied by CONTINENTAL.

The sensor informs the DCU of the fuel pressure in
the rail.
Measurement range 0 to 2200bar (diag. threshold
at 2172bar, above this value, the sensor may be
saturated)
It is positioned perpendicular to the body of the rail.
It is not permitted to remove it as there is a
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
py
4. 10 . 2 M inimu m o il pr es s ure s ens or
Sensor supplied by SYLEA / BITRON.

Co
pressure based on the engine operation. e
The sensor informs the DCU of the minimum oil
c 0 1 0
n
a 6/2
It is installed on the engine block, radiator side, and
is linked by a grey connector.
d v
The minimum pressure signal is of the "On/Off"
A 8/0
type.
If the oil pressure is less than 0.5 bar, the switch
closes when the pressure falls.
Tightening torque = 35 Nm +/- 5 2
The connector is a 2 way type - grey error proofing.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-63

4 .1 0 .3 Atm osp her ic p res s ur e s ens or
The sensor is integrated in the DELPHI supplied

DCU.
The atmospheric pressure sensor is integrated into
the DCU.
It determines the air density (reduces with
0
3 .5 ZZZZ 8
~
~
CM
D 96ZZ
X XX
2V X
1
XX XXX MO
XXXX XXX _ CE
altitude).
XXXX XX X 10C
X XXX DW
XXX M _
XXX M _C
XXX DS D
XXX
XXX
HW X
It is of the piezo electric type.

It supplies a voltage proportional to the
atmospheric pressure.
If there is a fault, the atmospheric pressure value
can be calculated from the inlet pressure in relation
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.
4 .1 0 .4 Refrig era nt flu id p res s ur e s ens or
py
Sensor supplied by SENSATA.
This sensor informs the DCU of the air conditioning
Co
circuit pressure (see corresponding section). This
pressure should oscillate within a range.
e
c 0 1 0
It is located on the AC exchanger.
n
a 6/2
v
d
A 8/0
2
4 .1 0 .5 Inlet air pr es su re / te mpe ratu re s ens or
Sensor supplied by DENSO.

This sensor combines 2 functions:
• Manifold pressure sensor.
• Manifold temperature sensor.
The first function informs the DCU of the inlet

pressure.
This pressure should oscillate within a range.
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
variable geometry turbo(VGT).
It is of the piezo electric type. It supplies a voltage
proportional to the inlet pressure.
© Delphi
4-64 DDNX339B(EN) - Issue 1 of 06/2010

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.
4. 10 . 6 DPF d iffere ntial pre ss ur e s en so r
Sensor supplied by SENSATA / DENSO.
pressure throughout the assembly (Catalyser /

py
The sensor measures the difference in exhaust gas
Particle Filter).
The sensor has an appropriate electronic
Co
for the temperature.
e
component to boost the signal and to compensate
c 0 1 0
It measures the level of DPF clogging.
n
a 6/2
The operating range is between -15 and +85 .
d v
A 8/0
2
Installation position varies depending on vehicle type:
• Either on the bulkhead under the mastervac.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-65

• Or under the shell near the DPF for utility.
CAUTION
There must be no low point on the pipes to prevent falsifying the measurement.
The two ends are positioned downwards.

py
Two flexible hoses provide a pneumatic connection to the measurement points on the exhaust system.
LED.
Co
If the sensor is positioned incorrectly, it can wrongly detect a holed DPF resulting in the illumination of the warning
e
c 0 1 0
n
a 6/2
d v
A 8/0
4.11 Temperature sens ors:
2
4 .1 1 .1 Air tem per atur e se nso r (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
the seal.
Maximum tightening torque = 1.5 Nm for the clamp/filter bolts.

Maximum tightening torque = 3.2 Nm for the air hose clip.
© Delphi
4-66 DDNX339B(EN) - Issue 1 of 06/2010

4. 11 . 2 Coola nt te mper atur e se ns or
Sensor supplied by ELTH.

The coolant temperature probe is a negative
The coolant temperature value should lie within a
certain range (–40° to +150°C).
The DCU carries out a consistency test to check for
temperature rise (+5°C minimum) after running for
a period (20 min).
It is located on the coolant unit outlet.
py
The connector is a 2 way type - green error proofing.
CAUTION
Co
It is clamped by a circlip and sealed with an O-ring.
e
c 0
HP pump (identical connectors) : be careful to
1 0
It is located near the fuel temperature sensor on the
correctly connect when fitting.

n
a 6/2
d v
A 8/0
2
If there is a fault, the DCU uses a recovery mode:
• On initialisation : It replaces the value with the fuel temperature until a temperature threshold is
reached (30°C).
• While operating : It replaces the value with the fuel temperature until a temperature threshold is
reached (30°C), then it uses a fixed value (80°C).
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-67

4 .1 1 .3 Fu el te mpe ratu re s ens or
Sensor supplied by DELPHI.

The diesel temperature sensor is a negative
The diesel temperature value is used to correct the
injection parameters and also to protect the fuel
tank in the event of a critical temperature.
The sensor is located on the HP pump housing.
CAUTION
It is located near the coolant temperature sensor on
p
the engine block (identical connectors) : be carefuly
to correctly connect when fitting.
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
4 .1 1 .4 Pre- a nd pos t- pr ecatal ys er tem per atur e sen so rs

They measure the temperature before and after the
precatalyser by resistance variation.
The operating range is from –30°C to +750 .
© Delphi
4-68 DDNX339B(EN) - Issue 1 of 06/2010

This is screwed directly onto the catalytic converter.

Tightening torque = 15 Nm ± 5 Nm with nickel
grease on all threads.
The connector is remote from the sensor. The
assembly cannot be dismantled.
The connectors are located in the fitting behind the
HP pump.
proofing.
4. 11 . 5 Pre -D PF te mpe ratu re s ens or.
py
This is screwed directly onto the catalytic converter.
It measures the catalyser temperature at the DPF
junction by resistance variation.
C
Tightening torque = 30 Nm ± 5 Nm with nickel
o
grease on all threads.
e
c 0
1 0
n
a 6/2
The connector is remote from the sensor. The
assembly cannot be dismantled.
d v
proofing.
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-69

4.12 Pos ition sens ors:
4.12.1 Cran ksh aft p osition sen so r (CRA NK)
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.
It informs the DCU of the engine speed. This
information is used to determine the instantaneous
py
speed of each cylinder. A unitary correction controls
o
the fuelling. If a fault is detected, a recovery mode
is activated and injection for the faulty cylinder is
deactivated.
C
up or down. e
The DCU loses synchronisation after a 3-tooth drift
c 0 1 0
n
a 6/2
It is located on the engine block, next to the
v
crankshaft pulley, on the bulkhead side.
d
A 8/0
Tightening torque = 10 N.m max
The connector is blue - 3 way - blue errorproofing.
2
4 .1 2 .2 Cams haft pos ition s ens or (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
© Delphi
4-70 DDNX339B(EN) - Issue 1 of 06/2010

4. 12 . 3 VGT pos ition s ens or
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.
This information connects the turbo control in a
closed loop during transitory phases and helps
estimate the pressure in an open loop based on
engine speed and load.
py
4. 12 . 4 EG R v alve po sitio n s ens or

Co
Sensor supplied by VALEO.
e
c 0
The sensor is an integral part of the EGR valve. 1 0
n
a 6/2
Its position allows EGR valve control and detects
jamming or seizure.
d v
A 8/0
The sensor supplies a voltage proportional to the
valve opening.
2
YDT521 - Cable D.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-71

4 .1 2 .5 Air cir cuit flap v alv e po sitio n s en sor
Sensor supplied by VALEO.

The two sensors are identical.
They are integral with the inlet air TAR and TAR by-
pass. TAR By-pass
The position allows confirmation of the air flow

TAR
control to increase the air temperature during DPF
regeneration phases.
The sensor can also detect blockage or seizure of
the flap valve.
valve opening.
Note:
The two valves operate in opposition.
The output voltages also reflect the positions of the
flap valves.

py
o
C
4 .1 2 .6 EGR exch anger b y- pas s po sitio n s ens or
Sensor supplied by VALEO. e

c 0 1 0
n
a 6/2
The sensor is integral with the by-pass flap valve
control diaphragm.
d v
A 8/0
The position allows flap valve control confirmation.
The sensor can also detect blockage or seizure of
the flap valve.
2
valve opening.
© Delphi
4-72 DDNX339B(EN) - Issue 1 of 06/2010

4. 12 . 7 Ac celer ator p edal pos ition s ens or
Sensor supplied by BOSCH / HELLA / SVDO.

the supplier depends on the vehicle, but the function is the same.
The pedal sensor has two measuring 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
compensate for the variations in supply without
introducing a fault.
py
Consistency tests are carried out to check the correct operation of the sensor (value within a range; signal stability;
consistency with the brake pedal switch).
Co
For this sensor there are two recovery modes,
depending on the type of fault :
• "Reduced fuelling" mode. e
c 0 1 0
•
n
"Fixed fast idle" or "Limp home" mode.
a 6/2
v
The sensor is an integral part of the accelerator
d
A 8/0
pedal.
The sensor may incorporate a "kick-down" switch to
allow for driver input :
• 2
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 4 or 6 way type - black error proofing.

The sensor can be checked with kit YDT246 or YDT280 (See note in the Tooling section).
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-73

4.13 Other sens or s
4.13.1 Air flowm eter
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.
py
Co
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.
e
c 0 1 0
The flowmeter must be fitted on the air filter using the correct tightening torques to prevent damage to the seal.
Maximum tightening torque = 1.5 Nm for the clamp/filter bolts.
n
a 6/2
Maximum tightening torque = 3.2 Nm for the air hose clip.
v
If there is a fault, the DCU uses a recovery value obtained from an engine speed - boost pressure map.
d
A 8/0
The flowmeter is a frequency type, it uses a hot-wire cell.
The electronics measure the frequency at which the detection cell cools in contact with the air.
2
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.
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 flowmeter can be electrically checked with kit YDT280 (See note in the Tooling section).
© Delphi
4-74 DDNX339B(EN) - Issue 1 of 06/2010

4. 13 . 2 Oil lev el sen so r
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.
4. 13 . 3 O2 sen so r
Sensor supplied by BOSCH.

py
on the exhaust line.
Co
It is located between the turbo and the precaatalyser
The connector is black - 6 way. e

The connector is remote from the sensor.
c 0 1 0
Tightening torque = 20 N.m ± 5 N.m.
n
a 6/2
v
The sensor informs the DCU of the proportion of
d
A 8/0
oxygen present in the exhaust gas.
The sensor requires a minimum temperature to
work.
2
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.
YDT529 - Cable D.
4. 13 . 4 Ac celer om eter s ens or
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
DDNX339B(EN) - Issue 1 of 06/2010 4-75

4 .1 3 .5 Water d etecto r in th e d iese l filte r
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.
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.

The signal is subject to an anti-rebound feature to
py
o
prevent detection oscillation.
If the vehicle does not have a detector, position the
wiring connector in the location under the filter.
e C 0
The detector can be electrically checked with kit
n c 0 1
v a 6/2
d
A 8/0
2
4 .1 3 .6 Br ake ped al s witch(e s)
Sensor supplied by BITRON.

The system includes a dual switch.
The first is a "main" switch and the second a
"redundant" switch if the vehicle has cruise control
or ASR/ESP.
The main switch informs the BSI of the braking
pedal status via a wired link.
The BSI then sends this status on the CAN to control
the rear lights and to inform the injection DCU.
The signal is of the "On/Off" type.
The assembly is located on the pedal floor.
The connector is white - 4 way.
If the vehicle has cruise control or ASR/ESP, the second switch (redundant) informs the injection DCU directly.
The two switches operate in opposition.
© Delphi
4-76 DDNX339B(EN) - Issue 1 of 06/2010


The signal is filtered by an anti-rebound device.
The DCU compares these two bits of information (CAN and wired) to correlate the status of the braking pedal.
If there is disparity, the DCU inhibits the data and the cruise control. A fault code is activated.
4. 13 . 7 Clutch ped al s witch
Sensor supplied by VIMERCATI.

There are two sensor variants, depending on the
installation:
• Sensor with "On/Off" signal type ; without
alternator/starter.
• Sensor with "proportional" type signal; with
alternator/starter.
The sensor informs the DCU of the status of the

clutch pedal.
The sensor is located on the pedal floor with a grey
remote connector.
for the "On/Off" version.

py
The connector is a 2 way type - grey errorproofing
Co
The connector is a 3 or 4 way type for the "proportional" version.
It is clipped onto the pedal bar.
e
c 0 1 0
n
This information uses a wire link. The signal is filtered by an anti-rebound device.
a 6/2
A consistency test checks if a certain speed has been exceeded (70 km/h) with no change in clutch status. This
v
test is carried out each time the ignition is turned on.
d
A 8/0
In "Cruise control" mode, this information inhibits the strategy during gear changing. If there is a fault, cruise
control is inhibited.
2
The recovery mode is cancelled after a positive consistency test.
The sensor can be checked with kit YDT246 or YDT280 (See note in the Tooling section).
4 .1 4 Infor mation
4. 14 . 1 " Ke y sig nal" info rm ation
This information is used to determine the start of

the "power latch" phase. The DCU obtains this
information by monitoring the voltage. It
determines the status of the key: "ignition on" or
"ignition off".
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-77

4 .1 4 .2 "Veh icle spe ed" info rm ation
This information comes from the ABS DCU or via a CAN message. It also informs the DCU of the vehicle speed.
4 .1 4 .3 "B atter y v oltage " infor matio n
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 OCR values (IMV ; EGR ; VGT...) are corrected as a function of the battery voltage information.
If there is a fault, a recovery value is used (12V).
4 .1 4 .4 "Sen sor volta ge" info rm ation
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 value is used (5V).
4 .1 4 .5 "G ear en gage d" infor ma tion
py
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).
Co
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.
e
c 0 1 0
If a CAN message is used, the DCU reacts more quickly than for a software calculation.
n
a 6/2
The DCU applies torque correction to enhance driveability.
d v
A 8/0
4.15 LEDs
The LEDs controlled by the injection DCU are activated

by the CAN frames to the BSI.
The control panel manages the following LEDs:
2
• Diagnostic LED
• Coolant temperature warning LED.
• DPF LED
• Oil level LED
• Minimum oil pressure LED
• EOBD light
• Pre-post heating LED
The diagnostic and EOBD LEDs can be grouped together as defined by the control panel according to the vehicle
generation.
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
a change in engine performance.
© Delphi
4-78 DDNX339B(EN) - Issue 1 of 06/2010


Example :
Change to fast idle, reduced flow......
4 .1 7 Recov ery modes
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 Dia gnos tic LE D
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:
y
The LED comes on only if a fault is detected which requires the LED to light.
p
• Fast idle
Co
This type of fault triggers one of the engine recovery modes :
•
•
"Reduced fuelling" mode.
"Optional reduced fuelling" mode. e
c 0 1 0
• "Limp home" mode
n
a 6/2
• Timed engine stop
d v
4. 17 . 2 F as t idle
A 8/0
2
This recovery mode allows the system to compensate for a faulty component.
4. 17 . 3 " Re duce d fue lling" m ode.
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 " Option al r edu ced fuellin g" mo de.
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.
4. 17 . 5 " Fix ed f ast idle" (Limp home) mo de.
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.
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.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-79


The reduced fuelling mode is cancelled when the fault disappears and the engine speed returns to idle speed or
after the DCU is reset.
4 .1 7 .6 Engi ne s top
This mode forces the engine to stop to prevent serious damage to its components.
4 .1 7 .7 Time d e ngine s top
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).
py
The DCU then determines the various injection parameters and the air inlet management strategy. Each consumer is
characterised by a torque map.
Co
All the torque parameters are weighted according to operating values (coolant temperature; air temperature; atmospheric
pressure).
e 1 0
This structure allows an inter-system dialogue to take place to integrate the requirements of the ASR (anti-skid), the
c 0
ESP (stability control) and the gearbox type (automatic or manual).
n
a 6/2
The DCU controls various different types of torque:
d v
A 8/0
4 .1 8 .1 "In dicate d" tor que
This represents the torque which the engine should produce. This is the sum of the "driver request" and the
"resistant torque".
4 .1 8 .2 "Res is tant" to rqu e

2
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.
© Delphi
4-80 DDNX339B(EN) - Issue 1 of 06/2010

4. 18 . 3 " Dr iver req ues t" tor que
This is calculated from the pedal position or the cruise control by using one of the two maps depending on the
gearbox ratio value.
It is filtered to increase driveability and compared to the idle speed controller torque request.
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 deceleration with a zero pedal position (no load).
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).
• Protection of the transmission components.
• Requested pressure in the rail.
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:
•
•
py
The fuel temperature (exceeding a threshold and weighted by the vehicle speed).
The coolant temperature (anti-boil protection).
• Vehicle speed.
Co
4. 18 . 4 Dr iv er tor que re ques t filterin g
e
c 0 1 0
n
a 6/2
The torque request is filtered by the driver request. This filter acts on the driver torque and the resistant torque.
v
Filtration is prevented if the speed is too low or if a change of gear is detected.
d
A 8/0
Filtration is divided into two zones:
• During acceleration.
• During deceleration.
2
The correction coefficients are mapped as a function of:
• The engine speed.
• The gear engaged
• The difference between the various torque values.
4 .1 9 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.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-81

4.20 Idle s peed management
Management of the idle speed is based on two main criteria:

• The idle speed.
• The idle torque.
The strategy includes:

=> 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 speed is increased.
=> Control of the air conditioning compressor to compensate for variations in power.
=> Control of the preheating plugs to compensate for variations in power.
=> Control of engine cooling to compensate for variations in power.
=> Faults linked to the consistency test with the brake pedal switch 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
of the map.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
4-82 DDNX339B(EN) - Issue 1 of 06/2010

4 .2 1 Rail pres sure m anagement
4. 21 . 1 Prin ciple
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
80
Signal in
HP sensor (located
. 5 ZZZZ
DCM3 96Z
X V~
2
PWM
O 1 XXX XX
C_
CE M X X X
XXX W1 0
D
XXXX C MM_
y
XXX DDS
_
XXXX
W
H
on the rail)
o p Pulses
Signal
in Volts
e C 0
in μs
Driver request and sensor
n c 0 1 4 injectors Pulse > MDP
a 6/2
information
injection/cylinder Pulse < MDP
d v discharge/valve
A 8/0
2
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.
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
DDNX339B(EN) - Issue 1 of 06/2010 4-83

4 .2 1 .2 P res s ur e inc rea se
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 .2 1 .3 P res s ur e dis ch arg e
The principle is to close the IMV and to successively apply very short pulses to each injector.
These pulses are sufficiently long to lift the valves and put the rail in direct communication with the return circuit
but are short enough to avoid the injector needle lifting and injecting into the cylinder.
py
These pulses are part of the pressure control strategy and are specific to each injector.
If the detection strategy associated with the CRANK sensor (which replaces the accelerometer) is faulty, the
Co
discharge is inhibited and the recovery strategy is activated.
Moreover, the discharge strategy is inactive when the PICL-operated reset does not kick in for a maximum 5000km
distance.
e
c 0 1 0
A strategy of discharge via the injectors when the engine is running allows the pressure in the rail to be reduced
n
without influencing the injection into the cylinders.
a 6/2
The fuel is taken up by the vacuum in the venturi in the return circuit.
d v
A 8/0
4.22 Injection phas ing
the engine cycle.

There are three types of injection :
2
Phasing describes the injection strategy management in
-110°
PMH
• The pilot injection. Pilot Injection

• The main injection.
-40° +10°
• Post injection.
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
© Delphi
4-84 DDNX339B(EN) - Issue 1 of 06/2010


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).
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 .2 3 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.
py
•
•
Fuel temperature
Atmospheric pressure
Co
•
•
Engine speed
Torque requested. e
c 0 1 0
• Rail pressure
n
a 6/2
v
The starting main fuel flow is specific. The starting phase is identified as being for an engine speed less than 800 rpm.
d
A 8/0
The fuel flow determined must allow torque to be produced at the lowest engine speed and to maintain this for the entire
starting zone. In the same way, the flow of the pilot injection is specific for this zone.
All the fuel flows are mapped.
2
For post injection the fuel flow depends on the type of post injection. There are two types of post injection:
• Thermal post injection
• Catalytic post injection
• DPF post injection.
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
DDNX339B(EN) - Issue 1 of 06/2010 4-85

4.24 EGR m anagement
4.24.1 Princ iple
Exhaust gas
Val ve control
EGR va lve
with posi ti on
sen sor
.5
0
Va lve posi ti on sig nal
ZZZ
8
C M3
D 9 6 ZZ
X ~
XXX 2V XX
1
MO
E XXXX
10
C_ C X X X X
M_
DW XXXX
XXXX S _ CM
XXXX D
H WX X
On/Off SV co ntrol
EGR By-
Cooling circuit
By-pass po siti on sig nal
pa ss +
positio n
Co mb ine d air
Tempe rature an d te mp erature
pre ssure sign al a nd pressu re
senso r Ai r/co ola nt
Temp erature a nd PWM SV co ntrol
Flap val ve posi ti on e xchan ger
flo w sign al
sign al
EGR val ve SV + va lve

posi ti on sen sor
y
Cool Inl et a ir VGT
tempe rature Inlet air manifold
air Intercoo ler
p
a nd fl ow.
Co
The EGR system aims to reduce pollutant e
c 0 1 0
emissions, especially Nox (Nitrogen Oxide).
n
a 6/2
Inl et air setting with EGR (mg/rev)
Recirculation of the burnt gas reduces the
d v
A 8/0
proportion of oxygen in the combustion chamber.
8 00
The system takes the following parameters and
elements into account : 7 00
•
•
Fresh air flow information.
Air temperature.
2 60 0
5 00
4 00
10 00
Engine
torque
• An electric EGR valve. 3 00
(N.m)
• A pneumatic EGR diaphragm/flap. 20 0 2 000
0
• A vacuum pump. Engi ne speed
50
1 00
3 00 0
(rpm) 15 0
• A flap control solenoid valve.
• 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
4-86 DDNX339B(EN) - Issue 1 of 06/2010


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.
4. 24 . 2 Cataly tic conv er ter s
py
The exhaust gas is processed using a primary catalytic converter and a catalytic converter.
• Primary catalytic converter:
-
Co
It is located between the engine and the vehicle bulkhead.
-
- e
c 0 1 0
This is fitted rigidly on the VGT and on the main catalytic converter using a flexible mounting.
It primes and prepares the reaction in the main catalytic converter.
• Main catalytic converter: n

a 6/2
-
v
It is located in the same body as the DPF.
d
A 8/0
- 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.
-
- 2
It is of the two-way type.
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
DDNX339B(EN) - Issue 1 of 06/2010 4-87

4.25 Engine cooling
Two electric fan control systems exist, depending on the vehicle architecture:
• Relay-controlled (C8 & Jumpy).
• Chopper-controlled (Other vehicles).
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
Control
The function must also ensure the following functions: BSI Injection DCU
panel
VAN L CAN L
• Transmit information on the CAN network.
=> Coolant temperature for the other ECUs.
=> Temperature warning for the instrument Injection
panel display. Temperature parameter
LED adjustment
=> Request to stop operation of the air
conditioning compressor.
=> Fan rotation information.
py
•
•
Co
Supplying the circuits during all operating phases.
provide an emergency mode in the event of a fault.
CAUTION
e
c 0 1 0
n
It is possible that the vehicle has an electrically controlled thermostat. The cooling strategy will integrate this parameter.
a 6/2
Cooling is diagnosed by the DCU.
d v
A 8/0
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:
•
•
2
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
4-88 DDNX339B(EN) - Issue 1 of 06/2010

4. 25 . 1 Relay c ontr ol
This configuration needs two fans as well as a relay

box to be installed.
This type of control provides two speeds:
• Low speed: the two fans are powered in
series.
• High speed: the two fans are powered in
parallel.
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.
equipment.
py
The cooling function is determined during programming of the DCU and the BSI depending on the vehicle
4. 25 . 2 Chop per con tro l

Co
e
c 0 1 0
This compact configuration uses a single fan with integrated electronic control.
The chopper has a power feed as well as DCU control.
n
a 6/2
Chopper control is of the "continuous speed" type.
v
The control system uses an OCR signal from the DCU to a chopper (current cutter).
d
A 8/0
The OCR signal is corrected as a function of battery voltage.
Cooling is linear.
2
The control threshold is from 96°C engine with an OCR of 20%. It increases in a linear manner up to 100% for 105°
C. The OCR can be corrected by 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.
The cooling function is determined during programming of the DCU and the BSI depending on the vehicle
equipment.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-89

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).
VAN H CAN H
Passenger compartment
temperature BSI Injection DCU
management
VAN L CAN L
Heater 1 Heater 2
command command
py
Taking into account the engine output, it is necessary to assist the increase in passenger compartment temperature
under low temperature conditions.
The BSI requests additional heating via the CAN.
Co
Operation depends on : e
c 0 1 0
The DCU manages the associated actuators, depending on the technology used (relays ; solenoid valves......).
•
•
External temperature.
Coolant temperature. n
a 6/2
• Battery voltage.
d v
•
•
Engine operating time.
Engine speed A 8/0
2
For the C4 Picasso , an exchanger on the exhaust system is used.
A solenoid valve activates a diaphragm on the
exchanger.
© Delphi
4-90 DDNX339B(EN) - Issue 1 of 06/2010

A duct fixed on the DPF supplies this diaphragm with a

vacuum.
For C4 and C5 vehicles, an electrical resistance is

installed in the heating unit.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
For C8 and Jumpy vehicles, taking the passenger
compartment volume into account, a (WEBASTO type)
thermal heater is installed under the shell.
It is fed from a power take-off point on the engine fuel
circuit.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-91

An additional electric pump moves the liquid to heat the

passenger compartment.
This pump is installed under the vehicle shell.
The (WEBASTO type) heater is installed in the engine

compartment, depending on the "Very Cold
configuration" distribution country involved or on the
vehicle options fitted.
py
front left wing:
Co
For example, for the C5 this assembly is installed in the
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
4-92 DDNX339B(EN) - Issue 1 of 06/2010

4 .2 7 A/C m anagement
4. 27 . 1 De sc riptio n
Dashboard air conditioning

request Fan control
VAN H CAN H
Refrigerant fluid
Air conditioning
BSI Injection DCU pressure sensor
DCU (pressostat)
VAN L CAN L
Compressor control Injection parameter

adjustment
The CAN network enables dialogue between:

•
•
The BSI.
The cooling DCU.
py
• The injection DCU.
Co
4. 27 . 2 Comp onen ts
e
c 0 1 0
The BSI :
n
a 6/2
The BSI centralises the cooling request from the CAN frame with the name "AC TH". The DCU authorises or rejects
the request using "AC OUT".
d v
A 8/0
It transmits this to the cooling and injection ECUs.
The passenger compartment A/C ECU :
2
It controls the cooling circuit pressure parameters.
It requests the option to engage the compressor using 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
DDNX339B(EN) - Issue 1 of 06/2010 4-93


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.....).
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
4-94 DDNX339B(EN) - Issue 1 of 06/2010

4 .2 8 Pr e/pos t heating (PPH)
4. 28 . 1 Prin ciple
The system comprises a pre/postheating unit located in the engine compartment and four plugs screwed into the
front of the engine block.
Coolant and air t emperature PPH unit

DCU
sensors
Control
Z8
0
M3 .5 ZZZ
DC ~ 96Z
XX V ~
X O 12 XX
CE M
_ XXX
W1 0 C X X X X
MM_ D X X X X
XXX DS
_C
XXXX D
X W
H
Diagnostics
4 PPH
pyCAN network plugs
Co
e
c 0 1 0
Combination LEDs
n
a 6/2
v
The unit is an EOBD type and is controlled by the DCU.
d
A 8/0
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.
2
The electric components can be checked with kit YDT330.
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.
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.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-95


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
0 10 0
5 10 0
10 0 0
(Value for Patmos = 1000 mbar)

In a second stage, the relays are controlled depending on the torque request.
py
The DCU prevents the supply to the plugs if the torque is high.
Reference values:
Co
This strategy is active as long as the idle conditions are not reached.
Coolant temperature
e
c 0 1 0
Preheating control duration PPH LED illumination
(°C)
n
a 6/2
(s) (s)
-30
d v 130
A 8/0
-25 130
-18 130 No
-10
0
2 130
130
illumination
of
15 180 warning LED
30 180
50 0
(Value for Patmos = 1000 mbar)

© Delphi
4-96 DDNX339B(EN) - Issue 1 of 06/2010

4. 28 . 2 PPH u nit
The unit is supplied by NAGARES.

On the C4 and C4 Picasso: It is located behind
the left hand headlamp.
On the C5: It is located in the engine DCU and ERU
protection box.
On the C8 & Jumpy: It is in the front left wheel

arch, in the engine compartment.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
4. 28 . 3 Dia gnos tics (PPH)
2
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.
The DCU activates the PPH LED on the instrument panel, through the CAN network to inform the driver of a fault.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-97

4 .2 8 .4 LE D ( PPH)
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.
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.
4.28.5 Plugs (PPH)

py
the plugs are supplied by NGK.
Co
The engine has one plug per cylinder.
e
They are located under the air inlet plenum
c 0 1 0
n
chamber.
v a 6/2
Each plug is separately supplied by the PPH unit.
The plugs must be tightened using a torque wrench.
d
A 8/0
Failure to observe the tightening torque (10 to 15
N.m) will damage the cylinder head sealing face.
connect to the main engine harness. 2

Because of this location, a sub-harness is used to
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.
© Delphi
4-98 DDNX339B(EN) - Issue 1 of 06/2010

4 .2 9 Optional equipment
4. 29 . 1 Vehic le cr uis e contr ol and s peed limite r (VCC or LVS)
This equipment is activated from the steering wheel

on the Citroën C4 Picasso and C5 .
py
C4, C8 and Jumpy.
The system includes:
Co
or from a control under the steering wheel for the
•
e 1 0
A 3-way "On/Off" switch with cruise control or
speed limiter options.
c 0
• n
a 6/2
An instantaneous speed memory.
•
v
A "+ and -" control to adjust the setting.
d
A 8/0
• An integrated strategy with the BSI and
engine DCU.
•
• 2
A "redundant" brake pedal switch.
A VCC or LVS LED on the control panel.
Activating the switch informs the BSI of the driver's request.

The BSI sends the information via the CAN to the engine DCU.
The driver adjusts the speed setting. This function requires a minimum speed of 60 km/h to operate.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-99


The strategy monitors actions on:
• The accelerator pedal :
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.
However, if the pedal is pressed to its maximum position, the setting will be deactivated; the driver's request
and the limiter will be reactivated once the speed has decreased to below the last memorised setting.
• Brake pedal:
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.
py
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.
activation of the cruise control.

Co
With a manual gearbox, a consistency test (between the speed setting and the gear selected) will authorise
e
c 0 1 0
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 n
a 6/2
v
If the engine DCU is in default mode or recovery mode, the cruise control/speed limiter function is disabled.
d
A 8/0
4 .2 9 .2 Auto matic or s em i-au toma tic tr ans mis s ion (AT / SAT )
2
This equipment completes the vehicle range.
On the C4 Picasso, C5:
© Delphi
4-100 DDNX339B(EN) - Issue 1 of 06/2010

On the C4, C8 and Jumpy:
py
Co
The system includes:
• e
c 0 1
A mechanical unit coupled to the engine.0 Ge arbo x select or
•
n
a 6/2
Transmission and torque management
through a converter (only on the A/T).
•
d v
Transmission with a clutch and managed
transmission).
A 8/0
speed controls (only on semi-auto
Pad dle +
•
to activate the drive.
-
2
With a selector in the passenger compartment
M : "Manual" or on semi-automatic by
Pa dd le -
paddles.
- A : "Automatic".
- N : "Neutral" - No gear selected and
engine rpm can vary freely.
- R : "Return" or reverse.
- P : "Parking" (only A/T).
• Two paddles to change up or down.

• A grid for semi-auto/sequential mode.
• A selector to adapt to driving style (only A/T: normal ; snow or sport ).
• A special DCU.
• A display for the selector status.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 4-101

The pedal system consists only of one wide brake

pedal and accelerator pedal.
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).
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".
•
py
The position "P" or "N" must be selected to switch the ignition off.
•
o
Refer to the vehicle manufacturer's manual.
CAUTION
C
e
c 0 1 0
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.
n
a 6/2
The automatic transmission also has its own reduced performance (limp home) or recovery modes.
v
Programming must take this equipment into account.
d
A 8/0
2
© Delphi
4-102 DDNX339B(EN) - Issue 1 of 06/2010

COMPONENT PLACEMENT
5 .1 COM PONENT PLA CEMENT
5. 1. 1 En gine com par tment - Ty pe n°1
The location of components in the engine compartment is similar on all C4 Picasso, C4 and C5 vehicles.
1 ERU supply 18 Battery

2 Fuel filter 19 Set 4 solenoid valves (3 PWM - 1 On/Off)
3 Fuel heater 20 Water detector
4 High pressure pump 21 Air conditioning pressure sensor
5 IMV 22 TAR (Turbo Air Reheat) & TAR by-pass position sensor.
6 Venturi 23 Coolant temperature On/Off solenoid valve
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
11 CAM camshaft position sensor 28 Fuel priming bulb
12
13
CRANK engine speed sensor
Flowmeter and air temperature sensor
py 29
30
DPF delta P sensor
Catalyser T° sensors (connector)
14
15
Coolant T° sensor
Rail P sensor
Co 31
32
Valve and EGR position sensor
VGT and position sensor
16
17
Tubular rail
e
c 0
DCU & atmospheric pressure sensor
1 0 33
34
Twin outlet vacuum pump
Oil vapour heater
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 5-103

COMPONENT PLACEMENT
5 .1 . 2 Engi ne c omp artm ent - Ty pe n°2
The location of components in the engine compartment is similar on all C8 and Jumpy vehicle variants.
1 ERU supply 18 Battery

2 Fuel filter 19 Set 4 solenoid valves (3 PWM - 1 On/Off)
3 Fuel heater 20 Water detector
4 High pressure pump 21 Air conditioning pressure sensor
5 IM V 22 TAR (Turbo Air Reheat) & TAR by-pass position sensor.
6 Venturi 23 EGR by-pass position sensor
7 Fuel T° sensor 24 PPH relays
8 Injector (x4) 25 PPH plugs (x4)
9 Fan (Relay) 26 Inlet air P & temperature sensor
10 Air conditioning compressor 27 Fuel priming bulb
11 CAM camshaft position sensor 28 DPF delta P sensor
12 CRANK engine speed sensor 29 Catalyser T° sensors (connector)
13 Flowmeter and air temperature sensor 30 Valve and EGR position sensor
14
15
Coolant T° sensor
Rail P sensor
py 31
32
VGT and position sensor
Twin outlet vacuum pump
16
17
Tubular rail
DCU & atmospheric pressure sensor
Co 33 Oil vapour heater
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
5-104 DDNX339B(EN) - Issue 1 of 06/2010

COMPONENT PLACEMENT
5. 1. 3 Citro ën C4 Pic ass o pas s enge r comp artm ent
1 Instrument panel 6 Accelerator pedal sensor

2 Messaging service 7 Clutch pedal switch
3 Parking brake switch 8 Aerial (transponder)
4 16-pin diagnostic socket 9 A/C / compressor management
5 Dual brake pedal switch 10 Cruise control/speed limiter
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 5-105

COMPONENT PLACEMENT
5 .1 . 4 Citroë n C4 p ass en ger com par tme nt
1 A/C / compressor management 6 Aerial (transponder)

2 Accelerator pedal sensor 7 Instrument panel
3 Dual brake pedal switch 8 Messaging service
4 16-pin diagnostic socket 9 Cruise control/speed limiter
5 Clutch pedal switch
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
5-106 DDNX339B(EN) - Issue 1 of 06/2010

COMPONENT PLACEMENT
5. 1. 5 Citro ën C5 pas se nger co mpa rtm ent
1 Dual brake pedal switch 6 Instrument panel

2 Accelerator pedal sensor 7 Messaging service
4 Clutch pedal switch (Manual gearbox) 9 Selector Automatic transmission
5 Aerial (transponder)
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 5-107

COMPONENT PLACEMENT
5 .1 . 6 Citroë n C8 p ass en ger com par tme nt
1 Air conditioning compressor control 5 Aerial (transponder)

2 Dual brake pedal switch 6 Instrument panel
3 Accelerator pedal sensor 7 Messaging service
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
5-108 DDNX339B(EN) - Issue 1 of 06/2010

COMPONENT PLACEMENT
5. 1. 7 Citro ën Jump y pas s enge r comp art ment
1 Dual brake pedal switch 5 Aerial (transponder)

2 Accelerator pedal sensor 6 Instrument panel
3 16-pin diagnostic socket 7 Messaging service
4 Clutch pedal switch (Manual gearbox) 8 Cruise control/speed limiter
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 5-109

COMPONENT PLACEMENT
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
5-110 DD NX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6.1 CLEANLINESS COND ITIONS
Summary : Cleanliness conditions
Caution Cleanl iness 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
• Use a new plug.
• The plugs must be discarded after use.
•
•
py
Store the components in a clean location away from external contamination and oxidation.
Remove protective plugs only at the time of connecting the component into the system.
Working on the injectors
•
Co
If the injector shows signs of combustion, do not reuse it.
•
e 1 0
If the injector has to be reused, clean it using a solvent.
c 0
•
•
Do not use any metal brushes.
n
a 6/2
Replace the injector clamp bolts every time they are removed.
•
v
Replace the sealing washer every time an injector is removed.
d
A 8/0
Working on the HP tubes
• Clean and vacuum the capnuts.
Note:
A used HP pipe must not be reused.
2
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
DDNX339B(EN) - Issue 1 of 06/2010 6-111

SUMMARIES
6.2 PL UGGING
Allocation of plugs from the dispenser YDT480
py
Co
e
c 0 1 0
n
a 6/2
d v
Components Allocation: A 8/0 On component: On vehicle:
HP pump LP inlet
LP o utlet
2 type F
type H
type M
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 o utlet type F type M
© Delphi
6-112 DDNX339B(EN) - Issue 1 of 06/2010

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 w hen

removing/refitti ng Del phi components. For details, refer to the
complete method described in the relevent 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 intervention on cylinders 1 & 3 HP pipes requires prior removal of cylinders 2 & 4 pipes.
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS
Special tooling
py Part number
DIAMAND
Co YDT450 / YDT460
Sockets for HP pipe
Vacuum cleaner e
c 0 1 0 YDT339 / YDT512
YDT205
Long vacuum cleaner nozzle n
a 6/2 YDT255 included in the kit YDT250
d v
Access to component
Removal of the windscreen opening panel A 8/0 Special features
See section PRELIMINARY OPERATIONS
Resetting
2 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 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
DDNX339B(EN) - Issue 1 of 06/2010 6-113

SUMMARIES
6.4 RAIL
Summary : Rail
I mportant This file is a summary of points to be remembered when

removing/refitting Delphi components. For detai ls, refer to the
compl ete method described i n the relevent section.
Precautions
Be prepared to collect the fuel when disconnecting various pipes and sensors
Special tooling Part number

DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics
py YDT481 / YDT246
Additional kits for hydraulic diagnostics
Vacuum cleaner
Co YDT278 / YDT478 / YDT465 / YDT4 10
YDT205
Sockets for HP pipe
e
c 0 1 0 YDT339 / YDT512
Long vacuum cleaner nozzle
n
a 6/2
YDT255 included in the kit YDT250
Access to component
d v Special features
Removal of the windscreen opening panel
A 8/0 See section PRELIMINARY OPERATIONS
Resetting
Check the sealing of the HP connectors.
2 Special features
Using the leak detection cycle as necessary
Check the sealing of the HPS sensor. Use the cycle activated by the diagnostic tool

Rail with set of 5 HP pipes 1,5 Inclusive

pre-torque to 18 Nm ± 2
then torque to 27 Nm ± 2
HP pipe connections (chamfer with black nut rail side)
2. rail side.
Rail/Cylinder head fixing 22 N.m ± 2
© Delphi
6-114 DDNX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6 .5 INJECTOR
Summary : Injector
Important This fil e is a summary of points to be r emembered when

removi ng/r efitting Delphi components. For details, refer to the
complete method described in the rel event section.
Precautions
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
Replace the injector clamp bolts
y
p
Special tooling
Co Part number
DIAMAND
Additional kits for electrical diagnostics e
c 0 1 0 YDT450 / YDT460
YDT481 / YDT246 / YDT330 / YDT471
n
a 6/2
YDT278 / YDT478 / YDT465 / YDT410
Vacuum cleaner
d v YDT205
A 8/0
Sockets for HP pipe YDT339 / YDT512
Long vacuum cleaner nozzle YDT255
Flameproof washer extraction tool
Injector well cleaner
2 YDT256
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 in to the DCU (if needed). Ensure the correct cylinder allocation is observed.

1 injector with HP pipe 1 Inclusive
4 injectors with HP pipes 2,8 Inclusive
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 6-115

SUMMARIES

Injector clamp bolt 7 Nm + 75° ± 5
HP pipes on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
HP pipes on injectors 1. pump or injector side.
2. rail side.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
6-116 DDNX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6 .6 PUM P/RA IL HIGH PRESSURE PIPE
Summary : Pump/Rail high pressure pipe

Precautions

Sockets for HP pipe
py YDT339 / YDT512
Vacuum cleaner
Long vacuum cleaner nozzle
Co YDT255
YDT205
Access to component e
c 0 1 0 Special features
Removal of the windscreen opening panel n
a 6/2 See section PRELIMINARY OPERATIONS
Removal of air flowmeter + air duct
d v N/A
Battery removal
A 8/0 N/A
Resetting
N/A
2 Special features
N/A


HP pipe on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
HP pipe on pump 1. pump or injector side.
2. rail side.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 6-117

SUMMARIES
6.7 VENTURI
Summary : Venturi
Important This file is a summary of points to be remembered when

rem oving/refitting Del phi components. For details, refer to the
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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
6-118 DDNX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6 .8 IMV
Summary : IMV
Important This file is a summary of points to be remembered when

rem oving/refitting Del phi components. For details, refer to the
Precautions
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 the pump if the conditions for the operation are too difficult.
pyNever leave the IMV orifice open.
Co
Never re-use an IMV once it has been removed.
Replace the IMV mounting bolts with those provided in the kit.
e
c 0 1 0
Lubricate the IMV seals before refitting.
Special tooling n
a 6/2 Part number
DIAMAND
d v YDT450 / YDT460
A 8/0 YDT481 / YDT246 / YDT471
Vacuum cleaner
2 YDT278 / YDT478 / YDT465 / YDT410
YDT205
Additional parts and consumables Part number
Kit IMV 9109-936

Direct N/A
or
Removal of air flowmeter + air duct N/A
Battery removal N/A

Tightening the IMV in several steps See tightening recommendations below
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 6-119

SUMMARIES

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

3 Nm
IMV mounting bolt Slacken ½ turn
1.5 Nm ± 0.2 / 3 Nm ± 0.3 / 5.5 Nm ± 0.6
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
6-120 DDNX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6.9 FUEL TEMPERATURE SENSOR
Summary : Fuel temperature sensor
I mportant Thi s file is a summary of points to be remembered when

Precautions
- Either by direct access to the fuel temperature sensor to comply with the sequence below.
-
y
Or by removing the pump if the conditions for the operation are too difficult.
p
Never leave the fuel temperature sensor orifice open.
o
Never reuse a fuel temperature sensor after removal
C
Special tooling
e
c 0 1 0 Part number
DIAMAND
n
a 6/2
YDT450 / YDT460
d v YDT481 / YDT246
A 8/0
Long 19mm socket Facom J.19LA type
Additional parts and consumables
Fuel temperature sensor kit
2 Part number
9397-503A

Direct N/A
or
Battery removal N/A

N/A N/A

Fuel temperature sensor (without removing the pump) 0,8 Inclusive
Fuel temperature sensor (with pump removal) 2,7 Inclusive
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 6-121

SUMMARIES

Fuel temperature sensor 15 N.m ± 1.5
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
6-122 DDNX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6.10 HIGH PRESSURE PUMP
Summary : Common Rail Pump

Precautions

DIAMAND
py YDT450 / YDT460
o
Additional kits for electrical diagnostics YDT481 / YDT246 / YDT471
Sockets for HP pipe
e C 0
YDT278 / YDT478 / YDT465 / YDT410
YDT339 / YDT512
Vacuum cleaner
n c 0 1 YDT205
17 mm crowfoot socket
v a 6/2 Facom 18.17 type

d
A 8/0
Seal on the inje cto r backleak / pump venturi connector
Part number
9001-888
Oldham only
2 7190-299

Battery removal N/A
Remove the backleak circuit N/A

N/A N/A

High pressure pump 2,6 Inclusive

HP pump fixing bolt on the engine block 22 N.m ± 2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 6-123

SUMMARIES

HP pipe on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
HP pipe on pump 1. pump or injector side.
2. rail side.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
6-124 DDNX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6 .1 1 FUEL FILTER
Summary : Fuel filter

Precautions
Check the condition of the filter.
Check the heater seal condition (if present)
Replacement frequency : Refer to the vehicle service booklet.
Special tooling
py Part number
DIAMAND
Vacuum cleaner
Co YDT450 / YDT460
YDT205
Additional kit for electrical diagnostics
e
c 0 1 0 YDT246
Access to component n
a 6/2 Special features
Direct
d v N/A
Resetting A 8/0 Special features

Prime the fuel circuit 2 N/A

Fuel filter 0,5 Without

Mounting bolt 10 Nm
Water detector Piercing of the plastic diaphragm then contact by hand tightening.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 6-125

SUMMARIES
6.12 DCU
Summary : DCU

Precautions

Additional kit for electrical diagnostics YDT481
Access to component
py Special features
Direct
Co Position : front left hand side of the vehicle under the plastic cover
Resetting
e
c 0 1 0 Special features
Initialise the DCU (programming)
n
a 6/2
Refer to the diagnostic manual
Schedule
d v Time (h) Preliminary operations
DCU only without diagnostic operation
A 8/0 0,5 Without
Uploading the DCU matching and programming data
Configuration, C3I and programming values
2 0,5
0,5
Without
Without

DCU mounting bolts (on plastic base) Tighten by hand.
DCU mounting bolt (on metal plate) 2 Nm
© Delphi
6-126 DDNX339B(EN) - Issue 1 of 06/2010

SUMMARIES
6 .1 3 TIGHTENING RECOMMENDATIONS

HP pipes on pump pre-torque to 18 Nm ± 2
HP pipes on injectors then torque to 27 Nm ± 2
HP pipes on the rail (chamfer with black nut) 2. rail side.
Rail/Cylinder head fixing 22 N.m ± 2
Injector cla mp bo lt 7 Nm + 75° ± 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
HP pump fixing bolt on the engine block 22 N.m ± 2
Mounting bolt
py 10 Nm
Water detector
DCU mounting bolts (on plastic base)
Co Tightening to pierce the plastic diaphragm then hand tighten to contact.
Tighten by hand.
DCU mounting bolt (on metal plate)
e
c 0 1 0 2 Nm
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 6-127

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:
4 Rail / Injector HP pipes 1 Inclusive
Set of 5 HP pipes 1,2 Inclusive
Rail :
Rail with HPS and 5 HP pipes
Injector:
py 1,5 Inclusive
1 injector with HP pipe

Co 1 Inclusive
4 injectors with HP pipes
Pump and associated components : e
c 0 1 0 2,8 Inclusive
IMV (without removing the pump) n

a 6/2 1 Inclusive
IMV (with pump removal)
d v 2,9 Inclusive
A 8/0
Fuel temperature sensor (without removing the pump) 0,8 Inclusive
Fuel temperature sensor (with pump removal)
Complete high pressure pump 2 2,7
2,6
Inclusive
Inclusive
Fuel filter
Filter element replacement 0,5 Without
DCU and associated operations:
DCU only without diagnostic operation 0,5 Without
Uploading the DCU matching and programming data 0,5 Without
Uploading the C3Is and programming values 0,5 Without
Complete system 5 Inclusive
© Delphi
6-128 DDNX339B(EN) - Issue 1 of 06/2010

PRELIMINARY OPERATIONS
• 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:
On the Jumpy, remove the passenger compartment ventilation air intake ducting in order to gain access to the common
rail components
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
On the C4 Picasso (see rest of the range), access to Common-rail systems is much easier with the removal of the
windscreen opening panel.
Process is similar for the C8 & C4
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 7-129

If the special windscreen wiper is not available :

• Move the wipers to the upper sweep position.
• Remove the wiper trims.
• Mark the alignment of the wipers and their location.
The longest wiper is on the driver side.
• Loosen the nut on each wiper while holding the

latter to avoid twisting the mechanism.
•
y
Extract the wipers using an appropriate claw puller.
p
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
Open the bonnet, access is easier if the bonnet is
held open with a strap.
© Delphi
7-130 DDNX339B(EN) - Issue 1 of 06/2010

• Remove the 2 bolts holding the brake fluid

reservoir.
• Move the reservoir away from the area of
operation.
• Remove the 4 cowl grid clips ; lift the centre of the

clips using a small flat bladed screwdriver
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
Disconnect the cowl grid from its fixings.
• Pull out windscreen washer piping.
• Remove grid.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 7-131

• Remove thermal insulation held in place by

- 9 staples.
- 2 dummy nuts located behind the
headlamps.
- 3 plastic bolts under the cover.
(3)
(2)
py (1)
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
• 2
Remove the bulkhead held by two bolts.
© Delphi
7-132 DDNX339B(EN) - Issue 1 of 06/2010

• Remove the passenger compartment air intake

held by:
- 2 nuts.
- 4 plastic clips.
• For operations on the pump, additional
dismantling is required.
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.
•
py
To reset the sequential window step motors (Activate the switch with successive pulses until the window closes
o
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).
e C 0
n c 0 1
v a 6/2
d
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 7-133

py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
7-134 DD NX339B(EN) - Issue 1 of 06/2010

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

8 .1 REM OVING A RAIL /INJECTOR HIGH PRESSURE PIPE
Before starting component removal, carry out all

preliminary operations. See section PRELIMINARY
py
OPERATIONS.
Co
CAUTION
e
c 0 1
The HP pipes for cylinders 1 & 3 are identical. The HP 0
nuts are located on the rail side. n
pipes for cylinders 2 & 4 are identical. The chamfered
a 6/2
d v
A 8/0
• Clean each HP end before fitting a protective plug.
• Vacuum out each HP end before fitting a protective
•
plug.
2
Slacken the 2 HP connectors of a tube with the
sockets YDT339 / YDT512 before removing it
• Remove the HP pipe.

• Plug the openings.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 8-135

REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE
8.2 PREPARING A RAIL/INJECTOR H IGH 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 :

• Cylinders 1 & 3 HP pipes.
• Cylinders 2 & 4 HP pipes.
• Plug the openings.
8.3 REF ITTING A RAIL /INJECTOR HIGH PRESSURE PIPE
CAUTION
• Remove protective plugs only at the time of connecting the HP pipe.
•
y
Remove and discard the plugs from the HP pipe concerned.
p
•
o
Insert the pipe olives in the injector cone and the
rail and hand tighten the nuts.
C
• Torque tighten the HP pipe.
e
c 0 1 0
Apply this method for all the HP pipes.
n
a 6/2
Refit the components in the reverse order of removal.
• Connect the battery.
d v
•
• A 8/0
Start the engine and let the engine speed stabilize.
•
2
Erase the fault codes caused by the operations.
© Delphi
8-136 DDNX339B(EN) - Issue 1 of 06/2010

REMOVING/REFITTING RAIL
• PLUGGING
• SCHEDULE

Additional kits for electrical diagnostics YDT481 / YDT246
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Sockets for HP p ip e YDT339 / YDT512
9 .1 REM OVING THE RAIL

py
Co
Carry out an electrical diagnostic procedure to confirm malfunction before removing any common rail
sensor or actuator.
e
c 0 1 0
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any common rail
component.
n
a 6/2
•
d v
Remove the 4 HP RAIL/INJECTOR pipes. See
A 8/0
section REMOVING/REFITTING A RAIL/INJECTOR
HP PIPE or the file SUMMARY - RAIL/INJECTOR
•
HIGH PRESSURE PIPE.
2
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
DDNX339B(EN) - Issue 1 of 06/2010 9-137

• 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
• Check that the new rail is fitted with all its protective plugs.
•
py
Remove protective plugs only at the time of connecting the HP pipe.
•
•
Check the general condition of the new rail.
Co
Check the condition of the connectors on the harness and HPS.
9.3 REF ITTING THE RAIL e

c 0 1 0
• n
a 6/2
Position the rail against the cylinder head.
•
v
Install the rail/cylinder head mounting bolts.
d
• Torque tighten.
A 8/0
CAUTION
2
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
PIPE or the file SUMMARY - RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Reconnect the HPS connector (3 way ; black ; red
errorproofing).
© Delphi
9-138 DDNX339B(EN) - Issue 1 of 06/2010

• 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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 9-139

py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
9-140 DD NX339B(EN) - Issue 1 of 06/2010

• PLUGGING
• SCHEDULE

Additional kits for electrical diagnostics YDT481 / YDT246 / YDT330 / YDT471
Long vacuum cleaner nozzle YDT255
Flameproof washer extraction tool YDT256 included in the kit YDT250
Injector well cleaner
Injector extractor
py YDT252
YDT522

Co Part number
Injector sealing washer 2.25mm
e
c 0 1 0 9001-850D
n
Injector connector assembly
a 6/2
9001-845
d v
Injector connector seal 9001-846
A 8/0
Seal on the injector backleak / pump venturi connector 9001-888
1 0. 1 REM OVING AN INJECTOR

2
sensor or actuator.
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any common rail
component.
• 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
DDNX339B(EN) - Issue 1 of 06/2010 10-141

Remove the backleak circuit
5 B
3 4
2
1
B
B A
B
B
C
t°
• Remove the 2 sub-harness brackets.

• CAUTION
py
It is vital to remove the complete backleak duct to avoid torsion damage to the connectors that are fixed to it. The
Co
injector connectors must be removed before the pump backleak. Loosen the 5 connectors (4 injectors + 1 pump)
then remove the connectors. Start with cylinder 4 on the timing side and progress towards the HP pump.
• Unclip the green part.

e
c 0 1 0
•
n
Disconnect the connector but only apply force to
a 6/2
the black part in the same axis to avoid damage to
the seal.
d v 1
A
A 8/0
• Clean the LP system environment.
• Vacuum the LP system environment.
•
2
Plug all openings on the LP pipes and on the pump
using new caps and plugs.
x4
Y DT273/YDT266
© Delphi
10-142 DDNX339B(EN) - Issue 1 of 06/2010

• Disconnect the electrical connector using needle

nosed pliers.
• Loosen the injector clamp bolt.

• Remove the bolt.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
Remove the clamp by lifting the injector slightly
• Remove the injector from the cylinder head using
the extractor YDT522.
CAUTION
• 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.
• In this case, a puller must not be used or the injector
may be damaged.
• If the sealing washer remains stuck in the cylinder

head, remove it using the special extractor.
YDT256 .
1 0. 2 PREPARING AN INJECTOR
• Check that the new injector is fitted with all its protective plugs.
• Check the general condition of the injector.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 10-143

• 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.
• Check and read the C3I.
Check:
• The condition of the clamp fork
• The condition of the clamp bolt.
• That there is a new sealing washer.
CAUTION
With the "reconditioned" cylinder head:
py
•
o
Consult the vehicle concessionaire for the sealing
washer thickness.
C
e
c 0 1 0
n
a 6/2
On the backleak circuit :
d v
A 8/0
• Check the condition of each connector (lock, seal) and replace if necessary.
• Check the connector lock throat.
•
• Check the condition of the tubes. 2
Lubricate each seal with a "CT815" ORAPI type grease or equivalent.
• 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
10-144 DDNX339B(EN) - Issue 1 of 06/2010

1 0. 3 REF ITTING 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
Do not remove the HP inlet protective plug during these
operations.
py
Refit the injector
•
Co
Position the injector clamp fork tilted over
• e
(spherical flange and marking uppermost).
c 0 1
Slide the injector nose into the well(connector
0
towards the operator).
n
a 6/2
•
v
Synchronise the insertion of the injector and the
clamp fork.
d
• Install the clamp bolt.
A 8/0
2
• Gently tighten the clamping bolt.
• Pre-tighten the bolt to : 7 N.m.
• Angle-torque the bolt to : 75° ± 5.
CAUTION
Remove protective plugs only at the time of connecting
the HP pipe.
• Refit the HP RAIL/INJECTOR pipes. See section

PIPE or the file SUMMARY RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Fit the injector connector.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 10-145

Refit the backleak circuit

• Refit the backleak circuit starting with the pump, then cylinder 1, then 2,3 and finally 4.
• 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
• 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.

• Check the sealing of the HP connectors. (using the leak detection cycle if necessary)
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
10-146 DDNX339B(EN) - Issue 1 of 06/2010

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.
• PLUGGING
• 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) :
• Venturi in the section REMOVING/REFITTING THE VENTURII.
•
•
IMV in the section REMOVING/REFITTING THE IMV.
py
Fuel temperature sensor in the section REMOVING/REFITTING THE FUEL TEMPERATURE SENSOR.
1 1. 1 REM OVAL
Co
e
c 0 1 0
sensor or actuator.
n
a 6/2
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any Common Rail
component.
d v
A 8/0
• Remove the flowmeter connector.
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-147

• Remove the flowmeter harness plastic clip using

needle nosed pliers.
• Unscrew the flowmeter support collar on the

flexible hose in front of the compressor.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
Remove the air filter by unscrewing the plastic lug
on the left hand headlamp side.
© Delphi
11-148 DDNX339B(EN) - Issue 1 of 06/2010


• Remove the flexible plastic hose on the pipe leading to the turbo by cutting the plastic clip.
• Remove the regulator cover.
• Unscrew and unclip the flat connector on the lower

part of the regulator.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
• Locate and unscrew the 2 terminals. (Battery
terminals on the left)
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-149

• Apply pressure to the two locking lugs

simultaneously:
- One on the top right
- Another on the front face behind the right
hand terminal.
• Move the regulator away from the area of
operation.
• Tilt the battery cover to remove it.

• Disconnect the battery earth terminal.
• Move the earth terminal away from the working
area.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
Loosen and remove the battery clamp.
© Delphi
11-150 DDNX339B(EN) - Issue 1 of 06/2010

• Remove the battery and its plastic support by

loosening the 2 bolts.
• Protect the lower part of the pump using a 'lint-
free cloth to absorb fuel spills.
• Prepare the plugs from the dispenser YDT480.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-151

11.2 REMOVING/REFITTING THE PUMP/RAIL HIGH PRESSURE PIPE

11.2.1 REMO VING TH E PUM P/RAIL HIG H PRESSURE PI PE
• Clean each HP end before fitting a protective

plug.
• Vacuum out each HP end before fitting a
protective plug.
• Slacken the HP unions.
py
CAUTION
For the pump HP union, apply a counter torque to
the HP outlet with a flat spanner.
Co
e
c 0 1 0
•
•
Remove the HP pipe.
Plug the openings: n
a 6/2
- On the rail.
d v
A 8/0
- On the HP pump.
2
11.2.2 PRE PA RI NG TH E PU MP/RAIL HIG H 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, injectors, rail...), follow the cleanliness and safety instructions
and use the correct tightening torques.
© Delphi
11-152 DDNX339B(EN) - Issue 1 of 06/2010

11 .2 .3 REFITTING A RA IL /INJ ECTOR H IGH PRESSU RE 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.
• For the pump outlet HP union, apply a counter
to avoid rotation of the HP outlet.

py
torque with a flat spanner when tightening
Co
Refit the components in the reverse order of
removal.
• Connect the battery. e
c 0 1 0
•
n
Start the engine and let the engine speed
stabilize.
a 6/2
•
v
d
•
A 8/0
Erase the fault codes caused by the
operations.
2
1 1. 3 REM OVING/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
DDNX339B(EN) - Issue 1 of 06/2010 11-153

11.4 REMOVING/REFITTING THE IMV
• 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.

Kit IMV 9109-936
11.4.1 REMO VING TH E IM V

py
• Protect the environment against fuel spills.
Co
•
•
Disconnect the IMV.
Clean the IMV and surrounding area using a e
c 0 1 0
solvent (type CARCLEAN) applied using a
n
a 6/2
clean brush. Take extra care to ensure the
v
contact area between the IMV and the pump
d
A 8/0
housing is clean.
• Remove particles using a vacuum cleaner

(BLOVAC BV11).
© Delphi
11-154 DDNX339B(EN) - Issue 1 of 06/2010

• Remove the two IMV mounting bolts.

• Rotate the IMV on itself to break the paint
sealing.
• Clean and vacuum the IMV and pump housing

again.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
Extract the actuator from its location. Loosen
by hand using small rotating movements. Do
not use connector as a lever.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-155

• 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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
11-156 DDNX339B(EN) - Issue 1 of 06/2010

11 .4 .2 PREPARING T HE 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 REF ITTING THE IM V
• 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.
• Insert the IMV into its housing by rotating slightly.
•
y
The electrical connector is on the side of the pump housing.
p
CAUTION
Do not force connector when fitting IMV.
Co
• e
c 0 1 0
While keeping the IMV in contact with the
• n
pump housing, hand tighten the two bolts.
a 6/2
Then tighten these two bolts to a torque of 3
Nm.
d v
•
A 8/0
Slacken the two IMV retaining bolts by ½
turn (this releases any clamping stresses).
•
succession :
- 1.5 ± 0.2 Nm
2
Then apply the following torques in
- 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.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-157

11.5 REMOVING/REFITTING THE F UEL TEMPERATURE SENSOR
• 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.

Long 19mm socket Facom J.19LA type
Fuel temperature sensor kit 9397-50 3A
11.5.1 REMO VING TH E FUE L TEM PERATURE SENSOR

py
• Protect the environment against fuel spills.
Co
•
•
Disconnect the fuel temperature sensor.
Clean diesel temperature sensor and e
c 0 1 0
surrounding area using a solvent(type
CARCLEAN) applied using a clean brush. n
a 6/2
v
Take extra care to ensure the contact area
d
A 8/0
between the sensor and the pump housing is
clean.
•
(BLOVAC BV11). 2
Remove particles using a vacuum cleaner
• Protect the IMV using a lint-free cloth .

• Remove the sensor using a long socket.
© Delphi
11-158 DDNX339B(EN) - Issue 1 of 06/2010

• 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 T HE FU EL TEM PERATU RE SENSOR
CAUTION
Never leave the sensor orifice open.
py
Never re-use a sensor once it has been removed.
Co
General condition
•
e 1 0
Check the condition of the sensor connector (2 way; green).
c 0
•
n
Lubricate the fuel temperature sensor seal.
a 6/2
v
11 .5 . 3 REF ITTING THE F UEL TEMPE RA TURE SE NSO R
d
•
A 8/0
Check the presence and condition of the
copper seal on the sensor.
•
•
2
Clean around the fuel temperature sensor.
Vacuum around the fuel temperature sensor.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-159

• 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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
11-160 DDNX339B(EN) - Issue 1 of 06/2010

1 1. 6 REM OVING/REFITTING THE HIGH PRESSURE PUMP

Additional kits for electrical diagnostics YDT481 / YDT246 / YDT471
17 mm crowfoot socket Facom 18.17 type
Seal on the injector backleak / pump venturi connector 9001-888
Oldham only 7190-299
py
11 .6 .1 REM OVING T HE HIGH PRESSU RE PUM P
Co
• Remove PUMP/RAIL HP pipe. See section
e
c 0
1 0
HIGH PRESSURE PIPE. n
PIPE or the file SUMMARY RAIL/INJECTOR
a 6/2
Remove the low pressure circuit
d v
A 8/0
• Lift the central connector lock using a small
flat bladed screwdriver.
•
•
Press on the fixed part of the lock.
2
Remove the Quick-fit connector in line with its
axis.
• Plug the connectors.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-161

• Move the connectors away from the area of

operation.
Remove the pump panel

• Unclip the IMV electrical connector (brown),
and the fuel temperature sensor connector
(green).
py
•
•
Remove the harness retaining clip.
Co
Move the electrical wiring away from the area
•
of operation.
e
c 0
Unscrew the plastic bracket holding the
1 0
•
harness near the panel
n
a 6/2
Remove the 2 panel bolts and the nut.
•
v
Move the panel away from the area of
d
A 8/0
operation.
•
2
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
11-162 DDNX339B(EN) - Issue 1 of 06/2010


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 cylinder 4 on the timing side and progress towards the HP pump.
B
5
3 4
2
1
B
B
A
B
B
C
py t°
•
C
Remove the 2 sub-harness brackets.
o
• Unclip the green part.
e
c 0 1 0
•
n
Disconnect the connector but only apply force
a 6/2
to the black part in the same axis to avoid 1
A
damage to the seal.
d v
A 8/0
• Clean and vacuum the LP system
environment.
•
•
2
Plug all openings on the LP pipes and on the
pump using new caps and plugs.
Clean and vacuum the HP system
x4
environment.
Y DT273/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
DDNX339B(EN) - Issue 1 of 06/2010 11-163

• Remove the 3 HP pump mounting bolts.
• Waggle the HP pump gently to remove it.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
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)
1 1 .6 .2 PRE PA RI NG TH E H IGH PRE SSU RE PUM P
CAUTION
Remove the protective plugs only when connecting the HP or fuel supply pipes.
© Delphi
11-164 DDNX339B(EN) - Issue 1 of 06/2010

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 HI GH PRESSURE PUMP
Refitting the HP pump

•
•
py
Lubricate the pump nose to aid insertion.
Position the HP pump in front of its mounting.
• Note:
Co
Depending on the accessibility of the vehicle,
e
c 0 1 0
it is easier to fit the Oldham coupling on the
camshaft rather than on the pump as it can fall
•
during assembly.
n
a 6/2
Align the pump shaft with the coupling and
v
the position of the camshaft(phasing does not
d
A 8/0
apply) .
• Engage and fit the pump on the cylinder head.
•
•
bolts. 2
Engage and manually tighten the mounting
Tighten to a torque of 21 Nm ± 2.
Refitting the HP pump panel

• Position the panel.
• Refit the panel.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 11-165

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
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.
Refit the backleak circuit

• Refit the backleak circuit in reverse order of
removal.
py
•
Co
Fit the LP circuit connectors axially aligned
without locking them to avoid cutting the
seals.
•
e
Check that there is no tension in any
c 0
connector and then lock the assembly. 1 0
n
a 6/2
d v
A 8/0
Refit the other units
2
• Refit all the other elements in reverse order of removal.
• Actuate the priming pump on the filter and check the sealing of the LP circuit.
• 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).
© Delphi
11-166 DDNX339B(EN) - Issue 1 of 06/2010

REMOVING/REFITTING THE FUEL FILTER
• PLUGGING
• SCHEDULE

1 2. 1 REM OVING THE FUEL FILTER
Not all preliminary operations are necessary to work on the fuel filter.
py
Only remove the engine protection and disconnect the battery. See section PRELIMINARY OPERATIONS
Replacement frequency : Refer to the vehicle service booklet.
• Clean the filter environment.

Co
Protect the filter environment (Alternator, A/C compressor) using a lint-free cloth.
•
e
Disconnect the heater (2 way black ; green
foolproofing).
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 12-167

Filter bleeding
• Be prepared to catch and collect the diesel before
opening the filter.
• Locate the bleed tube on the lower part of the filter.
• Place the tube in a container
• 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.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
remove the Quick-fit connectors
2
• 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.
© Delphi
12-168 DDNX339B(EN) - Issue 1 of 06/2010

Remove the filter cartridge

• Unscrew the 4 filter cover bolts.
• Remove the filter cover.

• Note:
The suction effect when removing the cover is
reduced if the upper bleed screw is open.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
•
2
Remove and recycle the old filter element.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 12-169

• Remove and recycle the cover seal.

• Empty and recycle the remaining fuel in the filter
bowl.
• Clean the bowl and filter cover with a lint-free
cloth.
12.2 PREPARING THE F UEL F ILTER
• Check the general condition of the filter. (damage, conformance....)

•
py
Check the condition of the filter seal and change it if necessary.
12.3 REF ITTING THE FUEL FILTER

Co
• Position the new filter element.
e
c 0 1 0
•
n
Lubricate and position the new seal on the filter
head.
a 6/2
• Tighten the filter head bolts.
d v
A 8/0
• Torque tighten.
• Reconnect the heater (2 way black ; red
•
foolproofing).
Connect the quick release connectors. 2
© Delphi
12-170 DDNX339B(EN) - Issue 1 of 06/2010

Resetting
• Prime the fuel circuit :
- Check that the lower bleed screw is closed.
- Open the upper bleed screw.
- Operate the priming pump to push out the air
contained in the filter.
- Collect the purged fuel.
- Connect the filter/pump connector

• Check the sealing of the LP connectors.
•
py
Erase the fault codes caused by the operations.
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 12-171

py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
12-172 DD NX339B(EN) - Issue 1 of 06/2010

REMOVING/REFITTING THE DCU
• PLUGGING
• SCHEDULE

1 3. 1 REM OVING THE DCU
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
Carry out an electrical diagnostic procedure to confirm malfunction before removing any Common Rail
sensor or actuator.
• 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 for entering the data into the new DCU.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 13-173

Notes :
- This operation stores the parameters (C3I) and allows them to be automatically transferred into the new DCU.
- Refer to the instructions in the diagnostic manual for these operations.
• The protective cover is fixed with quarter turn clips.
• There are two possible DCU locations in the engine compartment :

- DCU bolted onto a plastic base.
- DCU mounted on a metal panel by nuts then guided into the relay cover.
Note:
- 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
When manipulating this plate, be sure not to pinch or pull the peripheral harnesses.
py
•
o
Disconnect the 3 connectors from the DCU (Pass Conn black ; IMC brown; EMC grey).
C
e
c 0 1 0
n
a 6/2
d v
A 8/0
EMC 2 IMC PCC
CAUTION
Do not force the locking lugs on the DCU connectors.
• Remove the DCU.
Vital: Identify the allocation of the DCU to the vehicle concerned. The DCU is matched to the vehicle. It is therefore
locked when not in the vehicle.
• Store the DCU in a clean location.
© Delphi
13-174 DDNX339B(EN) - Issue 1 of 06/2010

1 3. 2 PREPARING TH E DCU
• 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 connector locking lugs.
• Check the condition and position of the vehicle wiring connector seals.
1 3. 3 REF ITTING 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
y
On a plastic base : tighten the screws without applying excessive torque.
p
•
o
Fit the assembly into the protective casing (connectors to the top).
CAUTION
C
e 0
When manipulating this plate, be sure not to pinch or pull the peripheral harnesses.
c 0 1
•
• Connect the battery. n
Connect the DCU connectors (Pass Conn black ; IMC brown; EMC grey).
a 6/2
•
v
If reusing the old DCU there is no reinitialisation to perform.
d
• If using a new DCU:
- A 8/0
If the old DCU was not communicating, make a note of the data to initialise the DCU.
-
2
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.
• Start the engine to check operation.
• When the operation is finished, activate a DPF regeneration cycle with the diagnostic tool to reset the residual
load programming.
CAUTION
DPF regeneration generates high exhaust temperatures. If regeneration is carried out in the workshop, the gas
extraction system must be suitably adapted.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 13-175

py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
13-176 DD NX339B(EN) - Issue 1 of 06/2010

TEC HNI CAL INFOR MATION I II
TECHNICAL INFORMATION
1 4. 1 TIGHTENING TORQUES
Components to tighten Torque
PPH plugs/engine block 10 to 15 N.m
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
On/Off SV fixing bolt 10 N.m max
Injector cla mp bo lt 7 N.m then 75° ± 5°
Pump/block mounting bolt
DCU / plastic base bolt
py 22 ± 2 N.m
Tighten by hand.
Rail/block mounting bolt
IMV bolt on pump (staged tightening at the same time)
Co 22 ± 2 N.m
5.5 Nm
CRANK and CAM sensor bolt
e
c 0 1 0 10 N.m max
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-177

14.2 REF ERENCE VALUES
Terminals
Components Measuring tolerance
Sensor or DCU
Pedal sensor YDT280 YDT484
(Connector 4 or 6 way - black error proofing) "signal 1" : 1 and earth : 2 "1 " : CH 35 and CH47
Hall effect
YDT280 YDT484
"signal 2" : 5 and earth : 4 "2 " : CH 34 and CH44
Rail pressure sensor YDT246 YDT483 Voltage depends on the pressure
(Connector, 3 way - red error proofing) Between 1 and 2 IMC 20 and IMC40
CRANK sensor YDT246 YDT482 Hall effect
(Connector, 3 way - blue error proofing) "raw " signal : 2 and earth : 1 EMC G1 and IMC38
CAM sensor YDT246 YDT483 Hall effect
(Connector, 3 way - white error proofing) "raw " signal : 2 and earth : 3 IMC E1 and IMC39
Catalytic converter temperature sensor
py
YDT246 Pre: Voltage depends on the temperature
(ditto on pre- and post)
(Connector, 2 way - brown error proofing)
o
Between 1 and 2
C
•
•
YDT482
EMC G2
e
c 0 1 0 •
Post:
YDT482
n
a 6/2 • EMC H2
DPF differential pressure sensor
d v YDT246 YDT482 Voltage is a function of pressure difference
A 8/0
(Connector, 3 way - black error proofing) Between 1 and 2 EMC D2 and A4
Manifold pressure sensor YDT246 YDT483 Voltage depends on the pressure
(Connector, 4 way - grey error proofing)
AC pressure sensor
2 Between 4 and 3
YDT246
IMC 32 and 52
YDT484 Voltage depends on the pressure
(Connector, 3 way - black error proofing) Between 2 and 3 PCC 33 and 45
Inlet air temperature sensor (in AMF) YDT280 YDT482 Voltage depends on the temperature
(Connector, 4 way - grey error proofing) Between 2 and 4 EMC F3 and A4
Inlet air temperature sensor YDT280 YDT483 Voltage depends on the temperature
(Connector, 4 way - grey error proofing) Between 1 and 3 IMC 08 and 52
Coolant temperature sensor YDT246 YDT483 Resistance depends on the temperature
(Connector, 2 way - green error proofing) Between 1 and 2 IMC H3 and B2
Fuel temperature sensor YDT246 YDT483 Resistance depends on the temperature
(Connector, 2 way - green error proofing) Between 1 and 2 IMC J3 and A4
Clutch pedal "On/Off" switch YDT484
Between 2 and 3 Voltage depends on pedal position
(Connector, 2 way - grey error proofing) PC 39
"Proportional" clutch pedal sensor 3V & 4V:
3V : Between 2 and 3
(Connector 3 or 4 way - black error proofing) • YDT484 Voltage depends on pedal position
4V : Between 2 and 4
• PCC 51 and 43
© Delphi
14-178 DDNX339B(EN) - Issue 1 of 06/2010

Terminals
Sensor or DCU
EGR valve - control/motor +:
(Connector, 5 way - b lue error proofing) • YDT483
YDT521D • IMC 06 pwm signal
Between 1 and 2 -: Engine: 3.5 Ω at 20 .
• YDT483
• IMC 18
EGR valve - position sensor YDT521D YDT483
Voltage depends on the position
(Connector, 5 way - b lue error proofing) Between 3 and 4 IMC 25 and 52
EGR exchanger by-pass - position sensor YDT482
(Connector, 3 way - b lue error proofing) EMC A2
YDT246
and Voltage depends on the position
Between 2 and 3
YDT483
py IMC 43
Filter water sensor
(Connector, 3 way - b lue error proofing)
YDT246
Co
Between 2 and 3
YDT482
EMC D3
Voltage depends on the presence of water
VGT position se nsor

(Connector, 3 way - b lack error proofing) e
YDT246
c 0 1 0
Between 1 and 3
YDT483
IMC 35 and 51
Voltage depends on the position
Brake pedal main switch n

a 6/2
(connector, 4 way, green)
d v
Between 1 and 2 (to BSI) Not clo sed at rest
Brake pedal duplicate switch

(connector, 4 way, green) A 8/0
Between 3 and 4
YDT484
PC 22
Closed at rest
EGR cooler by-pass SV on/off

(Connector, 2 way - b lack error proofing)
2 YDT246
YDT483
IMC 03
Supply from the ERU
(+12V on pin 1)
Coolant temperature heater SV on/off Between 1 and 2 YDT484
20Ω at 20°C
(Connector, 2 way - b lack error proofing) PC 41
VGT pwm SV YDT483
Supply via the DCU IMC 17
(Connector, 2 way - b lack error proofing) IMC 04
(+12V on pin 1)
TAR flap pwm SV YDT246 YDT483
16.5Ω at 20°C.
(Connector 2 wa y) Between 1 and 2 IMC 02
2 A max
TAR by-pass fla p valve pwm SV. YDT483
0.9 at 99% pwm
(Connector, 2 way - b lack error proofing) IMC 01
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
IM V YDT246 YDT482
5.3 Ω ± 10% at 20°C
(Connector, 2 way - brown error proofing) Between 1 and 2 EMC D4
1.2 A max
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-179

Terminals
Sensor or DCU
Injector n°1 to n°4 YDT482
(Connector, 2 way, grey on each injector) EMC:
(2 intermediate 4 pin connectors located on YDT471 • Injector n°1 : M3
the top of the engine for cylinder 1/2 and 3/4) and M4
Between 1 and 2
• Injector n°2 : L1
or 180 mΩ
and M1
YDT330
on secondary harness and M2
and L4
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
14-180 DDNX339B(EN) - Issue 1 of 06/2010

Variable solenoid valve

(Check with YDT246)
OCR/PWM(%) Vacuum (mbar / min-max)
0 0 - 70
20 15 - 120
40 120 - 240
60 290 - 390
80 490 - 560
95 570 - 760
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-181

Coolant temperature sensor

(Check with YDT246)
Temperature(°C) Resistance (Ω)
- 40 167834
- 35 121097
- 30 88341
- 25 65121
- 20 48127
- 15 38427
- 10 27649
-5 21157
0 16138
5 12898
p
10
y 9551
Co15
20
7857
5245
e
c 0 1
25 0 5068
n
a 6/2
30 4326
d v 35 3266
A 8/0
40 2862
45 2163
2 50
55
1928
1432
60 1249
70 875
80 628
90 456
100 340
110 255
120 194
130 150
© Delphi
14-182 DDNX339B(EN) - Issue 1 of 06/2010

Air temperature sensor (integral in air flowmeter)

(Check with YDT280)
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
50 0,81
py 60 0,58
Fuel temperature sensor

Co
(Check with YDT246)
e
c 0 1 0Temperature (°C) Nominal resistance (Ω)
n
a 6/2 - 40 75780
d v - 10 12462
A 8/0 25 2252
2 50
80
811
283
110 115
120 88
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-183

Inlet air flowmeter

(Check with YDT280)
Air flow (kg/h) Frequency(Hz ) Max frequency(Hz )
550 8966 9077
500 8702 8811
450 8424 8530
400 8118 8221
350 7783 7884
300 7405 7502
250 6981 7072
200 6501 6574
150 5903 5991
100 5040 5128
py
80 4569 4648
Co 50
35
3804
3315
3865
3366
e
c 0 1 0
18 2582 2625
n
a 6/2
8 1816 1852
v
Manifold pressure sensor (combined with temperature)
d
(Check with YDT280)
A 8/0
2 Pressure (mbar)
500
Voltage (V)
1,58
1000 2,3
(Atmospheric pressure approx. 1020 mbar)
1500 3,2
2000 3,95
2500 4,75
© Delphi
14-184 DDNX339B(EN) - Issue 1 of 06/2010

Manifold inlet temperature sens or (combined with pressure)

(Check with YDT280)
Temperature (°C) Voltage (V)
- 40 4,88
- 16 4,6
08 4
32 3,04
56 2,02
80 1,24
104 0,74
128 0,45
152 0,28
176 0,18
py 184 0,15
Co 200 0,13
AC pressure sensor
(Check with YDT246) e
c 0 1 0
n
a 6/2 Pressure (bar) Voltage (V)
d v 0 0,2
A 8/0 4 0,95
2 8
12
1,7
2,44
16 3,2
20 3,85
24 4,67
25 4,86
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-185

Rail pressure sensor

(Check with YDT246)
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
2025 4,2
py 2200 4,5
Co
Catalyser temperature sensor (identical pre- and post characteristics)
(Check with YDT246)
e
c 0 1 0Temperature(°C) Voltage (V)
n
a 6/2 100 4,9
d v 160 4,67
A 8/0 220 4,2
2 280
340
3,46
2,6
400 1,83
460 1,3
520 0,94
580 0,68
640 0,5
700 0,37
© Delphi
14-186 DDNX339B(EN) - Issue 1 of 06/2010

VGT position sensor (rod displacement for control diaphragm)

(Check with YDT246)
(%) Voltage (V)
0 0
15 0,73
30 1,5
45 2,2
60 2,95
75 3,7
90 4,4
100 5
Inlet air flap valve position sensor (normal flow & by-pass)
(Check with YDT246)
py (%) Voltage (V)

0
Co 4,67
e
10
c 0
20
1 0 4,25
3,83
TAR By-pass
n
a 6/230 3,42
TAR
d v 40 3
A 8/0 50 2,58
2 60
70
2,17
1,75
80 1,33
90 0,92
100 0,5
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-187

EGR exchanger by-pass position sensor

(Check with YDT246)
(%) Voltage (V)
0 4,67
10 4,25
20 3,83
30 3,42
40 3
50 2,58
60 2,17
70 1,75
80 1,33
90 0,92
100
py 0,5
EGR position sensor (integral with the valve)

Co
(Check with YDT521 - Cable D)
e
c 0 1 0
Opening (%) Min/max voltage(V)
n
a 6/2 0 0
d v 15 0,73
A 8/0 30 1,46
2 44
58
2,2
2,93
74 3,66
88 4,4
100 5
DPF delta P sensor

(Check with YDT246)
Pressure (mbar) Voltage (V)
0 0,5
200 1,3
400 2,1
600 2,9
800 3,7
1000 4,5
© Delphi
14-188 DDNX339B(EN) - Issue 1 of 06/2010

1 4. 3 TOOLING REQUIRED
14 .3 . 1 Chan ges in diag nos tic c ables .
Note:
(*) Change from "SICMA2" to "SICMA3" type
connectors required removal of the external lug on YDT246 &
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 .
py
14 .3 . 2 Chan ges to "SICM A" con nector s .
Change from "SICMA2" to "SICMA3" type

Co
e
connectors required a different locking system.
c 0
Unlocking is by simultaneous application of :
1 0
•
n
a 6/2
light pressure on lug [1] with a small
screwdriver. Warning: Push =
•
d v
a light extraction effort on the connector body Unlocked Pull =
A 8/0
[2] in line with the sensor or actuator axis. Broken !!!
2
This modification is described in a special
bulletin : See DT444 .
14 .3 . 3 Spec ial to oling su mma ry .

Plug dispenser YDT480
Peugeot Citroën CR kit YDT250
Upgrade kit YDT474
"Click" clip pliers YDT390
HP socket 17mm "long" YDT339
HP socket 17mm "short" YDT512
Injector extractor YDT522
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-189


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
Electrical diagnostic Part number
154 way DCU terminal box harness kit (for the 48 and 53 way CINCH) YDT481 (YDT482 ; YDT483 ; YDT484)
Mini harness kit for sensors and actuators (for SICMA 2 and 3 way) YDT246
Mini harness kit for sensors and actuators (for SICMA 4 and 6 way) YDT280
py
Mini harness kit for sensors and actuators (for KOSTAL 4 way) YDT330
Co
Mini harness kit for sensors and actuators (for SICMA 5 way)
Mini harness kit for sensors and actuators (for KOSTAL 6 way)
YDT521
YDT529
Injector check harness (for FCI 2 way)
e
c 0 1 0 YDT471
1 4 .3 .4 Gen era l too ling sum ma ry n

a 6/2
d v
A 8/0
Standard tooling Part number
Adaptor socket Facom R0.235 type
10 mm pipe wrench
13 mm pipe wrench
2 Facom 76.10 type
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
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
© Delphi
14-190 DDNX339B(EN) - Issue 1 of 06/2010

Standard tooling Part number

Hexagonal socket head long Facom SHP.P6L type
17 mm crowfoot socket Facom 18.17 type
Torx 25 adapter Facom EX.625 type
Torx female socket 6 Facom RTX.6 type
Thin nose pliers Facom 185.20CPY type
1/4 extension Facom R0.209 type
1/4 extension Facom R0.210 type
1/2 extension Facom S.210 type
Reducer Facom S.230 type
Angular tightening sector Facom DM.360 type
14 .3 . 5 Cons um ables s um mar y

py
Parts, consumables and cleaning kit
Co Part number
"Clean" plugs
e
c 0 1 0 9001-870 to 9001-881 from dispenser YDT480
Clean brush
n
a 6/2
Cleaning solution
d v Carclean brand
A 8/0
Lint-free cloths
Clean container
2
Grease for injector and pump backleak O-rings. ORAPI "CT 615" type or equivalent.
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-191

1 4 .3 .6 Wiri ng d iagr ams
EMC M3
EMC M4
cylinde r N° 1
EMC L1
EMC M1
cylind er N° 2 EMC L2
Injectors
EMCM2
cylind er N° 3
EMC L3
EMC L4
cylind er N° 4
1 po si tive batt IMC 29
IMV EMC D4
2
4 IMC 52
EGR doser +
0V
5 IMC 14
valve position
5V
3 IMC 25
se nsor
S
1 IMC 18
-
2 IMC 06
M
po si tive batt IMC 17

EGR By-pass
solenoid valve IMC 03
EGR by-pa ss 1
py IMC 16
5V
2 EMC A2
p osition sen so r
0V
o
IMC 43
DCU 3.5
S
Coolant 1
C
+ Bat t ERU
tempera ture 2 PC 41
0
solen oid va lve
Electro va nne
TGV
1
2
+ batt
e
c 0 1
CMI 29
CMI 04 DW10CTED4
VGT po sition
2
n
a 6/2
IMC 15
DELPHI
5V
1 IMC 51
v
0V
sensor 3 IMC 35
S
Flowmete r with
air te mperature
t°
4–S
2 – 0V
d
A 8/0
EMC F3
EMC A4
2
sensor 1–S EMC C3
Q 3
+ Batt ERU
L
6 – 5V PC 46
5 – S2 PC 34
Accele rato r PC 44
4 – 0V n°2
peda l (tra cks 1 & 3 - kick-down PC 36
2 ) (LVS/CC ) 2 – 0V n°1 PC 47
1 – S1 PC 35
6 –S IMC 34
2 – 0V IMC 24
O2 probe 5 IMC 22
4 – +batt IMC 17
3 IMC 53
1 IMC 23
1 IMC 14
5V
3 IMC 52
0V
Inle t air dose 2 IMC 26

S
po si tio n sensor + IMC 02

solenoi d valve
2 – Ctr l
1 – +Batt IMC 17
1 EMC E2
5V
3 IMC 52
0V
Inle t air byp ass dose 2 IMC 21

S
position sensor + IMC 01

2 – Ctrl
sol enoid valve
1 – +Batt IMC 17
© Delphi
14-192 DDNX339B(EN) - Issue 1 of 06/2010

PC 22
Dual brake peda l
pos itiv e IGN
Re ar lamp via switch
B SI
Oil pressure switch 12V

IMC 31
0v
IMC 47 (diag) 0v
PPH unit
EMC H4 (cde)
PC 39 3 – 0v
PC 51 2– S
Clutch position sensor
PC 46 1 – 5V
IMC 41 1 - 12V Wate r sensor

CME D3 0v
3 –S on filter
IMC 39 3 – 0v
DCU .3.5 CME E1 2 –S
HA LL
C AM CAM se nsor
DW10CTED4 EMC F1
1 – 5V
DELPHI 3 – 5v H ALL
EMC G 1 2 –S
CRANK sensor
y
CRANK
IMC 38 1 – 0V
IMC 13 - 5V
IMC 40 - 0V
IMC 20 - S
o p 3 – 5v
2 – 0V
1 –S Rail pressure sensor
PC 45
PC 33
e C 0
3 – 0V
2– S AC fluid pressure
1
PC 21 1 – 5v sensor.
n
EMC J3
c 0 1 –S t° Fu el temperature
a 6/2
EMC A4 2 – 0V
sensor
d v
EMC B2 2 – 0V t° Coo la nt temp era ture
A 8/0
EMC H3 1– S sensor
IMC 32 4 – S press
t°
2
IMC 52 3 – 0V
P Tu rbo air tempera ture &
EMC F2 2 – 5V pre ssure sensor
IMC 08 1 – S temp
EMC B3 2 Diesel temp . Pre-

t°
EMC J1 1– S DPF
EMC C4
EMC A4 3 – 5V DPF d elt a P
EMC D2 2 – 0V sensor
1–S
3
PCC 08 12V ERU DPF ad dit ive pu mp
4
EMC A4 2 t°
EMC G2 1– S Diesel temp. P re-pre -cata
EMC A4 2 t°
CME H2 1 –S Diesel temp . Post-p re-ca ta
PC 40 CAN H 6 4
0v
PC 52 CAN L 14 5
EMC B1 ISO K 7
EOBD diagno stic
16 socket
12V
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-193

PC 13
FAN1 CONTROL
PCC12
Fan 2 control
PCC26
Fan diagnostics
heate r 1 con trol Or PCC 07

burner
PC 16
Heater 2 command
PC 27
Starter relay control
EMC A1
Alternator control LIN
py DCU 3.5
+ batt Main s upply

relay
Co PC 28
DW10CTED4
0
PCC02 &
+ batt 20A
F1
e
c 0 1
PCC05
DELPHI
ERU F21
n
a 6/2
5A
Fan unit
d v
A 8/0
Sec ondary relay
PC 11
+ batt 15 A PCC 06
2
F05
30 A PCC 01
F10
F19
15 A PC 10
F20
10 A PC 30
PCC 03
PCC 04
Power earths .
Remot e Con trol Wake PC 19

(RCW)
PC 10
Engine runn in g data
1 signal EMC D1
Oil level
sensor 2 SENSOR EAR TH EMC A3
© Delphi
14-194 DDNX339B(EN) - Issue 1 of 06/2010

1 4. 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
ACCR Air conditioning cooling requirement
BSI Built-In Systems Interface
ERU Engine Relay Unit
py
LP
Automatic
Low pressure
Co
Automatic transmission
Transmission
Manual Manual gearbox
e
c 0 1 0
Transmission
Sequential n
a 6/2
Sequential gearbox
C3I
v
Individual Injector Correction
d
A 8/0
C.A.N Controller Area Network (communication network)
3D Mapping Three dimensional map
SC
SC -
SC+
Short circuit
2
Short circuit to earth
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
DDNX339B(EN) - Issue 1 of 06/2010 14-195

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
Key on Ignition on
Limp home Recovery strategy which sets the engine speed to 1300 rpm regardless of pedal position. Used
py
to drive the vehicle to nearest parking place.
LIN
Linearised
Co
Controller Area Network (communication network)
A linearised value is the conversion of the signal sent to the DCU input into a physical value
LSD
VSL Vehicle speed limiter
c 0 1 0
Controlled by earth (negative) side of injector control circuit (Low Side Drive).
e
Max
MDP
Maximum
n
a 6/2
Minimum Drive Pulse (minimum pulse required for injection).
Min Minimum
d v
A 8/0
NVM Non Volatile Memory
OBD On Board Diagnostic (diagnostics linked to emissions)
Pedal 1
Pedal 2
PICL
2
Data from track 1 of accelerator pedal sensor
Data from track 2 of accelerator pedal sensor
Closed Loop Pilot Injection (Injector reset strategy)
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 OCR
RAA Inlet air heater
TAR Turbo Air Reheat (TAR)
RAM Random Access Memory
RCW Remote Control Wake
OCR Open Cycle Ratio (%)
PI regulator Proportional Integral Regulator
RN Random Number
CTR Coolant Temperature Reheat
VCC Cruise control
S2RE Electronic heating regulation system
© Delphi
14-196 DDNX339B(EN) - Issue 1 of 06/2010

A-S After Sales Department

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
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 14-197

NOTES
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 15-198

NOTES
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
DDNX339B(EN) - Issue 1 of 06/2010 15-199

NOTES
py
Co
e
c 0 1 0
n
a 6/2
d v
A 8/0
2
© Delphi
15-200 DD NX339B(EN) - Issue 1 of 06/2010

Kommen Sie nicht mit dem Hochdruckstrahl in Verbindung! Besonders nicht, wenn Whilst every care has been taken in compiling the information in this publication, Delphi Diesel Systems Ltd. cannot accept legal liability for any inaccuracies.
Druckrohrleitung oder Dichtung geprüft werden! Hochdruckflüssigkeiten können tödliche Delphi Diesel Systems Ltd. has an intensive programme of design and development which may well alter product specification. Delphi Diesel Systems Ltd.
Verletzungen verursachen! Im Falle einer Berührung mit der Haut, kontaktieren Sie sofort reserve the right to alter specifications without notice and whenever necessary to ensure optimum performance from its productrange.
einen Arzt. Bitte beachten Sie die Gesundheits-/und Sicherheitsunterlagen. 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,
Mantenga las manos y el cuerpo lejos del rociado del líquido, especialmente inyectores, recording or otherwise, without the prior permission of Delphi Diesel Systems Ltd.
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. 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
Ne pas approcher les mains ni le corps des jets de liquides, particulièrement ceux qui peut entraîner la modification des spécifications des produits. Delphi Diesel Systems Ltd. se réserve le droit de modifier les spécifications, sans pré-
provenant des fuites de tuyaux et des joints soumis à la haute pression. Le liquide sous avis et si cela est nécessaire, pour assurer les performances optimales de sa gamme de produits.
Tous droits réservés
haute pression injecté sous la peau peut causer des blessures mortelles. En cas
Toute reproduction, mémorisation dans un système informatique ou transmission sous quelle que forme que ce soit, ou par tout moyen électronique,
d’injection sous la peau, consulter immédiatement un médecin. Se reporter a la fiche de mécanique, par photocopie, enregistrement ou autre de cette publication est interdit sans l'autorisation préalable de Delphi Diesel Systems Ltd.
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
Anche se ogni cura è stata adottata nel compilare le informazioni di questa pubblicazione, Delphi Diesel Systems Ltd. Declina qualsiasi responsabilità per
onder hoge druk, met name bij een lek aan een leiding of dichting. Als de vloeistof onder eventuali imprecisioni. Delphi Diesel Systems Ltd. svolge un intenso programma di progettazione e sviluppo che potrebbe modificare le specifiche del prodotto.
hoge druk onder de huid terechtkomt, kan dit zelfs tot dodelijke verwondingen leiden. Als Delphi Diesel Systems Ltd. si riserva il diritto di modificare le specifiche senza preavviso e ogniqualvolta lo ritenga necessario ai fini assicurare le prestazioni
de vloeistof onder de huid terechtkomt, onmiddellijk een arts raadplegen. Lees de gezon- ottimali dalla sua gamma di prodotti.
dheids-en veiligheidsfiche met betrekking tot de brandstof.z 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,
Não exponha a pele a jactos de combustível sob pressão, especialmente os devidos a elettronico, di fotocopiatura, di registrazione o altro, senza previa autorizzazione di Delphi Diesel Systems Ltd.
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.

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
Úsese protección para los ojos/la cara. Veiligheidsbril/-masker gebruiken. 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
Wear eye/face protection. Use protecção da face/olhos. 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.
Porter un appareil de protection
des yeux / du visage.
Von Zündquellen fernhalten Conservare lontano da fiamme

- Nicht rauchen. e scintille - Non fumare.
Bei der Zusammenstellung der in dieser Veröffentlichung enthaltenen Informationen wurde mit größtmöglicher Sorgfalt vorgegangen. Delphi Diesel Systems
Conservar alejado de toda llama Ver van open vuur en ontstekingsbronnen Ltd. kann jedoch rechtlich nicht für etwaige Ungenauigkeiten zur Verantwortung gezogen werden. Delphi Diesel Systems Ltd. führt ein forlaufendes Design
o fuentede chispas - No fumar. houden - Niet reken. 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.
Keep away from sources of ignition Mantenha afastado de fontes
Kein Teil dieser Veröffentlichung darf ohne vorherige Genehmigung durch Delphi Diesel Systems Ltd. abgedruckt, in einem Datenverarbeitungssystem
- No smoking. de ignição - Proibido fumar. gespeichert oder auf irgendeine Art und Weise, sei es auf elektronischem oder mechanischem Wege, durch Fotokopiren, Aufzeichnen oder auf sonstige Art,
übertragen werden.
Conserver à l'écart de toute flamme ou
source d'étincelles - Ne pas fumer.
Geeignete Schutzhandschuhe tragen. Usare guanti adatti.

Ainda que se tenha lido o máximo cuidado na compilação da informação contida nesta publicação, a Delphi Diesel Systems Ltd., não pode aceitar qualquer
Aangepaste veiligheidshandschoenen responsabilidade legal por inexactidões. ADelphi Diesel Systems Ltd. tem um programa intensivo de projecto e desenvolvimento qe pode porventurau
Usen guantes adecuados. alterar as especificações do produto. ADelphi Diesel Systems Ltd. reserva o direito de alterar especificações sem aviso e sempre que seja necessario
dragen
para assegurar um desempeho óptimo da sua linha de produtos.
Todos os direitos reservados.
Wear suitable gloves. Use luvas apropriadas. 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.
Porter des gants appropriés.

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GENERAL MANUAL

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

Von Zündquellen fernhalten Conservare lontano da fiamme

Geeignete Schutzhandschuhe tragen. Usare guanti adatti.

Porter des gants appropriés.

SPE CIAL FE AT URE S OF THE SYST EM I

Produced and published by:

DDNX339B(EN) - Issue 1 of 06/2010 i

1. ENGINE SPECIFICATIONS DW10CTED4

ii DDNX339B(EN) - Issue 1 of 06/2010

4.3.3 Features of the air circuit with DPF...........................................................................................................4-43

DDNX339B(EN) - Issue 1 of 06/2010 iii

4.13.4 Accelerometer sensor................................................................................................................................4-75

iv DDNX339B(EN) - Issue 1 of 06/2010

4.28.5 Plugs (PPH).................................................................................................................................................4-98

DDNX339B(EN) - Issue 1 of 06/2010 v

vi DDNX339B(EN) - Issue 1 of 06/2010

11.6.2 PREPARING THE HIGH PRESSURE PUMP...........................................................................................11-164

DDNX339B(EN) - Issue 1 of 06/2010 vii

14. TECHNICAL INFORMATION

viii DDNX339B(EN) - Issue 1 of 06/2010

ENGINE SPECIFICATIONS DW10CTED4

DDNX339B(EN) - Issue 1 of 06/2010 1-1

ENGINE SPECIFICATIONS DW10CTED4

1-2 DDNX339B(EN) - Issue 1 of 06/2010

ENGINE SPECIFICATIONS DW10CTED4

DDNX339B(EN) - Issue 1 of 06/2010 1-3

ENGINE SPECIFICATIONS DW10CTED4

1-4 DDNX339B(EN) - Issue 1 of 06/2010

ENGINE SPECIFICATIONS DW10CTED4

DDNX339B(EN) - Issue 1 of 06/2010 1-5

ENGINE SPECIFICATIONS DW10CTED4

1.2 TECHNICAL SPECIFICATIONS OF THE PSA DW10CTED4 ENGINE

1-6 DDNX339B(EN) - Issue 1 of 06/2010

PARTS SUPPLIED BY DELPHI

2.1 HIGH PRESSURE PUMP

DDNX339B(EN) - Issue 1 of 06/2010 2-7

PARTS SUPPLIED BY DELPHI

Pump s peed Rail pressure HP Flow

2-8 DDNX339B(EN) - Issue 1 of 06/2010

PARTS SUPPLIED BY DELPHI

• Pump fixed on the main housing by 4 bolts.

2. 1. 2 Hig h p res s ure pu mp

Engine speed : Pump speed: Maximum authorised

DDNX339B(EN) - Issue 1 of 06/2010 2-9

PARTS SUPPLIED BY DELPHI

Use the HP-T kit with the corresponding routine

2 .1 . 3 Inlet mete rin g v alv e (IMV)

2-10 DDNX339B(EN) - Issue 1 of 06/2010

PARTS SUPPLIED BY DELPHI

2. 1. 4 F uel temp era ture s ens or

Each connector has a green locking arm to lock it

DDNX339B(EN) - Issue 1 of 06/2010 2-11

PARTS SUPPLIED BY DELPHI

Use the YDT478 connectors for low pressure

This vacuum pressure varies according to :

2-12 DDNX339B(EN) - Issue 1 of 06/2010

PARTS SUPPLIED BY DELPHI

2. 1. 6 Old ham cou pling

It connects the HP pump and the engine camshaft.

If lost or damaged, replace with a new part.

This part does not require any network intervention.

DDNX339B(EN) - Issue 1 of 06/2010 2-13