ENGINE MANAGEMENT SYSTEM

SCORPIO PETROL

1
 SPECIFICATIONS – SCORPIO REV 116
ENGINE : RENAULT F4R
TYPE : 4 CYL., INLINE, DOUBLE
OVERHEAD CAM, 16 VALVE,
MULTI-PORT FUEL INJECTION
CLUTCH : DIAPHRAGM, Concentric Slave Cylinder
TRANSMISSION : BA10-5 SPEED
RATIOS 1ST : 4.032 : 1
2ND : 2.393 : 1
3RD : 1.521 : 1
4TH : 1: 1
5TH : 0.842 : 1
Reverse : 3.76 : 1
TRANSFER CASE : BORG-WARNER ELECTRIC SHIFT
RATIO HIGH : 1:1
LOW : 2.48 : 1
FINAL DRIVE : 4.9 : 1
TYRE : P 235/R15
WEIGHT – GVW : 2410 Kgs/2510 Kgs
EMISSION : BS2, EURO2, EURO3

2
 SPECIFICATIONS - RENAULT F4R ENGINE
MANUFACUTURER : RENAULT MOTORS, FRANCE
ENGINE CODE : F4R without variable valve timing.
BORE : 82.7 mm
STROKE : 93 mm
CAPACITY : 1998 cc
COMPRESSION RATIO : 9.8 : 1
MAX. POWER : 116 BHP @ 5500 RPM
MAX. TORQUE : 18.7 Kg-m @ 3800 RPM
IDLE SPEED : 750 RPM (Non-A/C) ; 900 RPM (A/C)

VALVE MECHANISM : DOUBLE OVERHEAD CAMSHAFT, 16

VALVES, 4 VALVE/CYL, HYDRAULIC
TAPPETS. CAMSHAFTS WITH BELT
DRIVE.
FUEL SYSTEM : MUTI-PORT SEQUENTIAL FUEL
INJECTION. PRESSURE REGULATOR
WITH REMOTE RETURN.
IGNITION SYSTEM : ELECTRONIC, DISTRIBUTORLESS,
WASTED SPARK.
ENGINE MANAGEMENT : SAGEM ECU, CONTROLLING FUEL
INJECTION & IGNITION.
DIAGNOSTICS : 16 PIN DLC, CLIP DIAGNOSTICS

3
 MAINTENANCE – RENAULT F4R
ENGINE OIL
SPECIFICATION : API SJ - 15W40
RECOMMENDED BRAND : SHELL HELIX SUPER 15W40
DRAIN INTERVAL : 5000, 10000, Every 10000 Kms/1 Year
CAPACITY : 4 Litres(Max 4.1; Min 3.3)
OIL FILTER : CHANGE WITH ENGINE OIL
COOLANT
RECOMMENDED BRAND : ELF GLACELF SUPRA
MIX RATIO : 30 : 70
COOLANT CAPACITY : 8 Litres
REPLACEMENT : 60000 Kms or 2 Years
IMPORTANT– FOLLOW DEGASSING PROCEDURE, EVERYTIME COOLANT IS DRAINED & REFILLED.
SPARK PLUG
MAKE : CHAMPION RC8 PYCB
ELECTRODE GAP : 0.75 mm
REPALCEMENT INTERVAL : 40000 Kms
TIMING BELT
REPLACEMENT INTERVAL : 60000 Kms/3 Years

FUEL FILTER/STRAINER
REPLACEMENT INTERVAL : Filter - 50000 Kms #
: Strainer - 10000 Kms (Clean)
: Strainer - 20000 Kms (Replace)
4
ACCESSORIES BELT LAYOUT

5
 TERMINOLOGIES USED IN GASOLINE ENGINE
GASOLINE ENGINE – An IC engine using Gasoline(petrol) as fuel.
SI ENGINE – Spark Ignition engine, an engine which requires a positive electric spark to
ignite the fuel-air mixture inside the cylinder.
CARBURETED ENGINE – An engine which uses a carburetor to mix the fuel with the
incoming air, before the throttle plate. Lot of supplementary circuits take care of idling,
acceleration and other requirements.
FUEL INJECTED ENGINE – An engine in which the fuel is injected outside the engine
cylinder, in a fine mist, on to the incoming air , either before or after the throttle plate. Fuel
injected engines are better in terms of Fuel consumption & Emissions as compared to
Carburetor engines.
THROTTLE PLATE – Also called Throttle butterfly, is used to control the amount of air (in
fuel injected engine) or air-fuel mixture (in carbureted engine), in relation to the accelerator
pedal position.
SINGLE POINT FUEL INJECTION (SPI) – In a traditional carbureted engine, the carburetor
is replaced by a single injector which is controlled by a computer. Also known as Throttle
Body Injection (TBI).
MULTI-PORT FUEL INJECTION (MPFi) – In a SPI engine, the single injector is replaced by
multiple injectors located just behind the intake valve , in the inlet port – controlled by the
computer.
GASOLINE DIRECT INJECTION (GDI) - The latest technology , wherein multiple injectors
inject fuel directly in to the cylinder.
6
COMPUTER – Also Known as ECU (Electronic Control Unit), receives information from
various sensors on the state of the engine/requirements and manipulates the engine
functioning through actuators. Other names – PCM (Powertrain Control Module), ECM
(Engine Control Module), EEC (Electronic Engine Control).
SENSORS - Sensors are located strategically at various locations in the engine. These
sensors measure/sense the present operating conditions of the engine and pass on the
information to ECU for processing. Sensors can be of 3 types - Digital, Analog, Switch.
Also known as SENDER or SENDING UNIT.
ACTUATORS - Actuators are manipulated by the ECU to change the operating
condition of the engine, based on the inputs received from Sensors and the logics/maps
stored in the engine.
ENGINE MAPS - In order to aid the ECU to make decisions based on inputs from
sensors, the desired operating condition of the engine is stored in the form of a MAP.
Typical Maps in a MPFi engine are Ignition Timing Vs Load Vs Speed Map, Fuel
quantity Vs Load Vs Speed Map etc. Maps are stored in a table for various discrete
points in the operating range of the engine. Values falling in between these points are
interpolated by the ECU using various algorithms.
EMISSIONS - Any gaseous/solid/liquid material emitted form the engine are termed as
emissions. Emissions are broadly categorized as Tail pipe emission and Evaporative
emissions.
7
POLLUTANTS - Components of Tail pipe emission or Evaporative emission , which are
considered to be harmful to Humans as well as environment are considered to be
pollutants. The acceptable pollutant levels are controlled by regulations of various
countries.
MAJOR POLLUTANTS IN GASOLINE ENGINE
CO - Carbon Monoxide - Colorless, odorless,Poisonous - Hemoglobin of blood has more
affinity for CO than Oxygen, leading to slow poising and death ,if exposed for very long
times.
HC - Hydrocarbons - Partially burned or Unburned components of the fuel. Combines with
NOx , in the presence of sunlight to form photochemical smog.
NOx - Oxides of Nitrogen - Brownish gas, poisonous - Once inhaled by humans mixes
with moisture in the lungs and forms Dilute Nitric acid which corrodes lung cells.
PARTICULATES - Components of Lead/Sulfur, which was used as Anti-knock agent in
Petrol. Now eliminated with the introduction of UNLEADED PETROL.
CO2 - Carbon Di-oxide - Not considered as a pollutant as of now. However, it is termed
as a GREEN HOUSE GAS leading to the phenomena of Global warming. Future
regulations might be introduced , indirectly as Fuel efficiency regulations. FE regulations
exist in certain countries.
CFC - Chloro- Fluro - Carbons . Basically from Freon gas (R12) used in Air-conditioning
systems. CFC molecules are very stable and one such molecule can destroy thousands of
Ozone molecules, in the upper atmosphere. Ozone layer is required to stop harmful Ultra-
violet rays from reaching the earth & causing cancer on Humans. R12 gas is banned and
now it is mandatory to use R134a gas which if CFC-free.
8
CATALYST - A catalyst is an exhaust after-treatment device. A catalyst chemically
converts harmful exhaust pollutants to un-harmful gases. Generally referred to as CAT
OXIDATION CATALYST - Also Known as Oxi-cat. An Oxi-cat adds oxygen to harmful
pollutants such as CO, HC and converts to CO2 and Water. Generally fitted on Diesel
engines.
THREE WAY CATALYTIC CONVERTOR (TWC) - A TWC converts all three major
pollutants, CO, HC & Nox , to CO2, Water & Nitrogen. TWC Converter works only in
stochiometric conditions (I,e no/minimum oxygen environment) and hence fitted on Petrol
engines. For proper functioning of the TWC , it is imperative to have closed loop control
on the Air-Fuel ratio. In order to achieve closed loop control on the A/F ratio, a lambda
oxygen sensor and ECU are required.
De-NOx CATALYST - A De-Nox catalyst converts NOx to nitrogen in an oxygen rich
environment, as found in Diesel exhaust., However, this catalyst is not commercially
available as of now.
AIR-FUEL RATIO - A/F ratio is termed as the amount air (by mass) to the amount of fuel
(by mass), in a Air-Fuel mixture.
STOCHIOMETRIC AIR-FUEL RATIO - Stochiometric A/F ratio is the amount of air
required to mix a certain amount fuel, in complete & chemically correct ratio. Stochimetric
A/F ratio for Gasoline (iso-octane) is 14.7 : 1 and for Diesel (n-Cetane) IS 15.1 : 1. M ost
of the Gasoline engines always operate close to stochiometric ratio. Exceptions are
Lean burn engines, stratified charge engines.
9
LAMBDA ( λ ) - Also known as equivalence ratio. It is the ratio of the actual A/F ratio to the
stochiometric A/F ratio. λ=1 means a stochiometric ratio.
RICH MIXTURE - An A/F ratio in which there is deficiency of oxygen is termed as rich
mixture i.e the mixture will have more fuel component as compared to oxygen. The
Lambda is less than 1.
LEAN MIXTURE - An A/F ratio in which there is surplus of oxygen is termed as lean
mixture i.e the mixture will have less fuel component as compared to oxygen. The Lambda
is more than 1. Diesel engines operate with lean mixture varying between 200:1 (idle)
to 22 : 1 (Full load).
OXYGEN SENSOR - Also known as Lambda sensor. An sensor which is placed in the
exhaust stream which measures & monitors the A/F ratio. This information is passed on to
the ECU, which then corrects the fuelling by manipulating the fuel injectors.
HEATED OXYGEN SENSOR (HO2S) - The Oxygen sensor starts functioning correctly
only when the operating temperatures reach about 400 deg. In order to speed up the
response, especially in cold start conditions, the sensor heated by a heater built in to the
sensor.
EMISSION NORMS
EUROPE - Euro 1 , Euro 2 , Euro 3 , Euro 4 (2005), Euro 5 (2010)
USA - Tier 0, Tier 1, Tier 2 , LEV, ULEV, SULEV, ZEV
INDIA - INDIA 96, INDIA 2000, BS2, BS3
All the emissions norms specify a maximum limit for each pollutant component when tested
on a specified cycle. 10
ON BOARD DIAGNOSTICS (OBD) - In order to improve the emission & Fuel efficiency
performance the engine, an increasing number of electronic components are being added
to engine/Gear box control systems. However, it likely that some of these components
might fail and lead to the engines emitting abnormal levels of pollutants and deteriorated
fuel consumption. The vehicles may ply without even the driver knowing the deteriorated
engine performance as regards emission. OBD system was legislated by law in california
to inform the driver about the deteriorated condition of the engine.

OBD 1 - When a critical electronic component fails which can have a effect on Tail pipe
emissions, the driver is indicated by a blinking “Check Engine” lamp. The driver has to
report to a workshop , where the technician can plug in a diagnostic tool/scanner and pull
out the defect codes from the ECU memory and do corrective action as required.

OBD 2 - When a critical electronic component fail which can have a effect on Tail pipe
emissions as well as Evaporative emissions, more than 1.5 times the legislated levels,
the driver is indicated by a “Check Engine” lamp. The driver has to report to the closest
workshop within a specified time period or else the motor vehicle dept, can impose a heavy
fine, if caught. The time between the defect and reporting to workshop can be pulled out
from the ECU memory using a normal scanner.(Kms driven with defect)

OBD 3 (Future) - Similar to OBD2 , but the defect is automatically reported to the Motor
vehicle dept, through a satellite link from the vehicle’s GPS system. 11
OFF-BOARD DIAGNOSTICS

On-board diagnostics checks the operation of the ECU/sensors/ actuators and informs the
driver about the presence of a major fault in the engine management electronics, by lighting or
blinking the “check engine lamp”.

However, the identification of the exact nature of the fault is done through off-board diagnostic
equipments like scanners, engine analysers etc , at the dealer workshops.

Some of the off-board equipments like scanners are universal and pulls out the DTCs (Defect
Trouble Code) stored in the ECU’s memory. The technician has to apply his knowledge to
correct the same.

Most of the manufacturers supply a specialised diagnostic equipment, tailor-made for their
product. These diagnostic equipment provide “value added” service by describing the defect
in normal english and also provide trouble shooting guide. Even the shape the sensor outputs
can be viewed in a graphical form for better understanding.

CLIP BASIC & CLIP TECHNIC ARE USED FOR DIAGNOSING RENAULT
RANGE.

12
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

In electronic engine management, the ECU receives information about the present operating
state of the engine from various sensors, assesses the situation with regard to driver input
(pedal request) , calculates the basic fuel quantity & ignition timing requirements, based on
MAPs , does minor corrections to suit the local conditions like ambient temp, coolant temp
etc, and controls the actuators to deliver the corrected quantity of fuel & fires the spark at
the most appropriate time.
The oxygen sensor monitors the quality of exhaust gas and informs the ECU as to whether the
mixture is Lean or Rich, Based on this input ECU again re-corrects the basic fuel quantity.

SENSORS

ECU
• CALCULATE FUEL QTY ACTUATORS
• CALCULATE SPARK TIMING
• DO LOCAL CORRECTION
• DO FEEDBACK CORRECTION

13
BASIC FUEL INJECTION SYSTEM

14
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

In order to calculate the Basic Fuel quantity, to be injected, the ECU requires only
one basic information :

What is the amount of air going in to the engine ?

How many Kgs of air is being sucked into the engine/cycle ?

ECU

?
INTAKE
ENGINE
EXHAUST

15
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

There are 2 ways of finding out this, namely :

1. SPEED- DENSITY SYSTEM

• COMPLICATED,
• NOT VERY ACCURATE
• CHEAP

2. MASS AIR-FLOW SYSTEM

• SIMPLE
• ACCURATE,
• COSTLY

16
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

SPEED DENSITY SYSTEM

SPEED DENSITY SYSTEM IS AN INDIRECT WAY OF MEASURING THE AIR FLOW

ECU IS PRE-PROGRAMMED WITH THE FOLLOWING INFORMATION :

• ENGINE VOLUME (cc)

• VOLUMETRIC EFFICIENCY

ECU RECEIVES INPUTS FORM THE FOLLOWING SENSORS :

• ENGINE SPEED SENSOR

• MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)
• MANIFOLD ABSOLUTE TEMPERATURE SENSOR (MAT)

VOLUMETRIC AIRFLOW (Cu.m/hr) IS CALCULATED FROM ENGINE SWEPT

VOLUME, VOLUMETRIC EFFICIENCY AND ENGINE SPEED.
DENSITY (Kg/Cu.m) OF AIR IS CALCULATED FROM MANIFOLD AIR PRESSURE
AND MANIFOLD AIR TEMPERATURE (CORRECTION FOR DENSITY)

WITH THIS THE MASS AIRFLOW (Kg/hr) IS CALCULATED

17
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

MASS AIR FLOW SYSTEM

MASS AIR FLOW SYSTEM IS A DIRECT WAY OF MEASURING AIR FLOW

A “HOT WIRE ANEMOMETER” TYPE AIR FLOW SENSOR IS PLACED ON THE AIR
INTAKE TRACK IN THE INLET MANIFOLD, WHICH DIRECTLY MEASURES THE AIR
FLOW RATE IN Kg/hr.

THERE IS NO NEED FOR ANY CORRECTION BASED ON MANIFOLD PRESSURE,

TMEPERATURE, DENSITY, VOLUMETRIC EFFICIENCY ETC AS THE SENSOR
DIRECTLY MEASURES THE AIR FLOW RATES.

RENAULT F4R ENGINE USES SPEED-DENSITY LOGIC

18
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

FUEL INJECTION
AFTER CALCULATING THE FUEL QUANTITY TO INJECTED, THE ECU MANIPULATES
THE FUEL INJECTOR WITH PULSE WIDTH MODULATION (PWM), BY OPENING THE
INJECTORS FOR A PRE-DETERMINED PERIOD, TO ENSURE THAT THE
CALCULATED QUANTITY OF FUEL FLOWS. THE PRESSURE IN THE FUEL RAIL IS
MAINTAINED AT A PRE-DERTERMINED LEVEL AND THE FLOW IS CONTROLLED BY
THE AMOUNT OF TIME THE INJECTOR IS OPEN.

INJECTION STRATEGIES

1. SIMULTANEOUS INJECTION - ALL THE INJECTORS ARE FIRED AT THE SAME

TIME - ONCE OR TWICE PER ENGINE REVOLUTION.

2. BATCH/GROUPED INJECTION - TWO OR MORE INJECTORS ARE GROUPED

TOGATHER AND THE GROUPED INJECTORS ARE FIRED ONE AFTER ANOTHER.

3. SEQUENTIAL INJECTION - ALL INJECTORS ARE FIRED SEPERATELY AND

SYNCHRONISED WITH INTAKE VALVE OPENING EVENT - i.e INJECTORS ARE FIRED
JUST BEFORE THE INTAKE VALVE STARTS TO OPEN AND CONTINUES WHEN THE
VALVE IS OPEN
19
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

IGNITION
ONCE THE FUEL QUANTITY TO BE INJECTED IS DECIDED, THE ECU NEEDS TO
DETERMINE THE RIGHT TIME TO FIRE THE SPARK(i.e How many Degrees BTDC).
THE ECU REFERS TO THE IGNITION MAP AND BASED ON THE INPUTS FROM
SENSORS, FIRES THE SPARK TO ONE OR MORE CYLINDERS.
MOST OF THE FUEL INJECTED ENGINES ARE EQUIPPED WITH “BREAKERLESS
& DISTRIBUTORLESS” IGNITION SYSTEM, ENTIRELY CONTROLLED BY THE ECU.

SPARK STRATEGIES

1. INDIVIDUAL SPARKS - THE ECU TRIGGERS THE SPARK PLUGS, ONE AT A

TIME - THE CYLINDER AT THE END OF COMPRESSION STROKE GETS THE
SPARK.

2. WASTED SPARK - THE ECU FIRES THE SPARK PLUGS, IN GROUPS, 1&4 AND
3&2. AS THE NAME IMPLIES ONE OF THE SPARK IS WASTED. WHEN THE SPARK
IS FIRED IN CYL 1&4, ONLY ONE CYL IS IN FIRING STROKE AND THE OTHER IN
EXHAUST STROKE. THE SPARK OF THE CYL WHICH IS IN EXHAUST STROKE IS
WASTED.

20
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

CLOSED LOOP/FEEDBACK CONTROL

IN A MPFi ENGINE, LOT OF ELECTRONICS ARE CONTROLLING A BASIC MECHANICAL
ENGINE. THERE IS NO WAY TO FIND OUT WHETHER THE MECHANICAL ENGINE IS
BEHAVING THE WAY THE ECU INTENDED. HENCE THERE IS A NEED TO MONITOR THE
PERFORMANCE OF THE ENGINE AND COMPARE IT WITH THE INTENTIONS OF THE
ECU, IF NOT TAKE CORRECTIVE ACTION.

THE MONITORING IS DONE BY THE OXYGEN SENSOR PLACED IN THE EXHAUST

STREAM JUST BEFORE THE TWC.

THE OXYGEN SENSOR WATCHES THE OXYGEN CONTENT IN THE EXHAUST GASES
AND DETERMINES WHETHER THE A/F MIXTURE IS LEAN OR RICH AND INFORMS THE
ECU TO TAKE CORRECTIVE ACTION.

• A RICH MIXTURE WILL LEAD TO INCREASED EMISSIONS/HIGH FUEL CONSUMPTION

• A LEAN MIXTURE WILL LEAD TO POWER LOSS/DRIVEABILITY PROBLEMS.

BASED ON THE INPUT FROM THE OXYGEN SENSOR, THE ECU EITHER INCREASES
THE FUELLING OR DECREASES THE FUELLING.

NORMALLY REFERED TO AS CLOSED LOOP LAMBDA CONTROL

21
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

OPEN LOOP “CONTROL”

THE ENGINE CANNOT BE CONTROLLED ALL THE TIME WITH CLOSED LOOP
CONTROL . UNDER CERTAIN CIRCUMSTANCES, THE ENGINE REQUIRES EITHER
RICH MIXTURE OR LEAN MIXTURE FOR BETTER PERFORMANCE. DURING THESE
PHASES, THE ECU SELECTIVELY “IGNORES” OXYGEN SENSOR INPUT.

CONDITIONS UNDER WHICH RICH MIXTURE IS REQUIRED(Examples).

• SUDDEN ACCLERATION FOR OVERTAKING

• IDLING WHEN THE ENGINE IS COLD

CONDITIONS UNDER WHICH LEAN MIXTURE IS REQUIRED(Examples).

• STEADY CRUISE IN HIGHWAYS - A LEAN MIXTURE WILL IMPROVE FUEL

EFFICIENCY.
• DECELERATION WITH FOOT-OFF ACCLERATOR PEDAL

UNDER THESE SELECTED CONDITIONS, THE ENGINE OPERATES IN OPEN LOOP

22
 BASICS OF ELECTRONIC ENGINE MANAGEMENT

MINOR/LOCAL CORRECTIONS
ONCE THE ECU DETERMINES THE BASIC REQUIREMENTS - FUEL QUANTITY,
IGNITION TIMING, LAMBDA FEEDBACK, IT CORRECTS THE FUEL QUANTITY &
IGNITION TIMING BASED ON THE INPUTS FROM OTHER SENSORS WHICH
MONITOR THE OPERATING CONDITIONS. THESE ARE :

• COOLANT TEMPERATURE - How cold is the engine ?

• THROTTLE POSITION - How much it is open ?
• ACCLERATOR PEDAL RATE - Is the driver accelerating ?
• QUALITY OF COMBUSTION - Is the Engine knocking ?
• A/C GAS PRESSURE - What is the A/C Load ?
• POWER STEERING PRESSURE - Is the driver steering a stationary vehicle ?
• VEHICLE SPEED - Whether vehicle is coasting with foot-off pedal ?

ECU “TRIMS” THE FUEL QUANTITY BASED ON THE ABOVE INPUTS TO SUIT THE
LOCAL OPERATING CONDITIONS.

23
 BASIC LAYOUT OF F4R ENGINE MANAGEMENT

SENSOR INPUT ACTUATOR OUTPUT

FUEL MAP FUEL INJECTOR

• ENGINE SPEED IGNITION MAP IGNITION/SPARK

• MANIFOLD PRESSURE(MAP)
• IMMOBILIZER BYPASS CORRECTION
FUELPUMP RELAY

ACCL. PEDAL
COOLANT TEMPERATURE
E MOTORIZED THROTTLE

MANIFOLD AIR TEMP. (MAT)

THROTTLE POSITION
KNOCK
C RADIATOR/CONDENS
OR FAN RELAYS

LAMBDA - UPSTREAM
LAMBDA - DOWNSTREAM
VEHICLE SPEED
BRAKE PEDAL POSITION
U A/C CLUTCH

CANNISTER PURGE

A/C REQUEST FAULT ENGINE CHECK LAMP

A/C GAS PREESURE MEMORY TACHOMETER
POWER STG PRESSURE DIAGNOSTIC OUTLET

LEVEL OF CRITICALITY
LIMP HOME
24
 FUNCTIONS OF INDIVIDUAL SENSORS CRITICAL

TDC POSITION SENSOR/SPEED SENSOR

LOCATION - ON THE CLUTCH HOUSING - FACING THE TOOTHED FLYWHEEL

TYPE - 2 WIRE, INDUCTIVE VOLTAGE GENERATOR PICKUP

FUNCTION - LOCATES THE TDC OF NO.1 or 4 CYLINDER

ECU CALCULATES THE SPEED BASED ON NO,OF TDC/UNIT TIME

PURPOSE - FLYWHEEL OUTER FACE HAS EQUALLY SPACED TOOTHS MACHINED.

ONE TOOTH, NEAR TDC OF NO.1 or 4, IS DELIBERATELY MISSED.
THE SENSOR IDENTIFIES THE MISSING TEETH & LOCATES THE TDC
AND THE ECU CALCULATES THE SPEED.

230 Ohms ± 20%

25
 FUNCTIONS OF INDIVIDUAL SENSORS CRITICAL

MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)

LOCATION - ON THE INTAKE MANIFOLD PLENUM

TYPE - 3 WIRE, PIEZO-ELECTRIC

FUNCTION - GENERATES VOLTAGE (0-5 V) BASED ON THE PRESSURE INSIDE

THE INTAKE MANIFOLD.

PURPOSE – TO DETERMINE THE ENGINE LOAD & DETERMINE THE DENSITY OF

AIR.

26
 FUNCTIONS OF INDIVIDUAL SENSORS IMPORTANT

THROTTLE POSITION SENSOR

LOCATION – IN THE INTAKE MANIFOLD – PART OF THE MOTORIZED THROTTLE

TYPE – 4 WIRE, DOUBLE TRACK POTENTIOMETER

FUNCTION – INFORMS ECU ABOUT THROTTLE PLATE OPENING ANGLE.

PURPOSE – TO DETERMINE THE ENGINE LOAD IN CONJUNCTION WITH MANIFOLD

PRESSURE.

TRACK 1 (Ohms) B-G3 to B-G2 B-G3 to B-G4

KOEO 1350 ± 20% 775 ± 20%

FULL OPEN 500 ± 20% 1300 ± 20%

TRACK 2 (Ohms) B-D3 to B-G2 B-D3 to B-G4

KOEO 600 ± 20% 1150 ± 20%

FULL OPEN 1250 ± 20% 440 ± 20%

27
 FUNCTIONS OF INDIVIDUAL SENSORS IMPORTANT

ACCLERATOR PEDAL SENSOR

LOCATION – IN THE RHS FENDER, NEAR THE FIRE WALL

TYPE – 6 WIRE, DOUBLE TRACK POTENTIOMETER

FUNCTION – INFORMS ECU ABOUT DRIVER’S PEDAL REQUEST.

PURPOSE – TO TRANSMIT DRIVER’S PEDAL REQUEST , ELECTRICALLY, TO THE

THROTTLE – ELECTRONIC THROTTLE CONTROL (ETC)

TRACK 1 (Ohms) A-G2 to A-H2 A-H3 to A-H2

NO LOAD 2300 ± 20% 1290 ± 20%

FULL LOAD 1250 ± 20% 2270 ± 20%

TRACK 2 (Ohms) A-F2 to A-F3 A-F3 to A-F4

NO LOAD 2900 ± 20% 1240 ± 20%

FULL LOAD 2200 ± 20% 2000 ± 20%

28
 FUNCTIONS OF INDIVIDUAL SENSORS IMPORTANT

ENGINE IMMOBILZER “BYPASS”

LOCATION – ON THE LHS “A” PILLAR PANEL, BEHIND GLOVE BOX.

TYPE – INDUSTRIAL IMMOBILZER WITH FIXED CODE. COBRA MAKE.

FUNCTION – DEACTIVATES THE IMMOBILIZER FUNCTION OF ECU.

PURPOSE – TO ALWAYS KEEP THE ECU IN “UNARMED” MODE.

29
 CORRECTION
FUNCTIONS OF INDIVIDUAL SENSORS

COOLANT TEMPERATURE SENSOR (CTS)

LOCATION - ON THE WATER OUTLET BOX, NEAR THERMOSTAT

TYPE - 2 WIRE, RESISTOR WITH NEGATIVE TEMPERATURE COEFFICIENT

FUNCTION - MONITORS THE COOLANT TEMPERATURE

PURPOSE – TO DETERMINE THE TEMPERATURE OF THE ENGINE THEREBY

DECIDING THE A/F RATIO.

T(Deg C) 25 50 80 110
R, Ohms 2360 - 850 – 290 - 117 -
2140 770 275 112

30
 CORRECTION
FUNCTIONS OF INDIVIDUAL SENSORS

MANIFOLD ABSOLUTE TEMPERATURE (MAT)

LOCATION - ON THE INLET MANIFOILD PLENUM

TYPE - 2 WIRE , RESISTOR WITH NEGATIVE TEMPERATURE COEFFICIENT

FUNCTION - MONITORS THE AIR TEMPERATURE INSIDE INTAKE MANIFOLD.

PURPOSE – TO HELP IN ASCERTAINING THE DENSITY OF AIR

T(Deg C) - 10 25 50
R, Ohms 10450 – 2120 – 860 -
8585 1880 760
31
 CORRECTION
FUNCTIONS OF INDIVIDUAL SENSORS
KNOCK SENSOR

LOCATION - ON THE CYLINDER BLOCK TOWARDS THE TOP OF LINER

TYPE - 3 WIRE , PIEZO-ELECTRIC VOLTAGE GENERATOR

FUNCTION - MONITORS BOTH AUDIBLE(Non-destructive) AND NON-AUDIBLE

(Destructive) KNOCKING IN THE CRITICAL OPERATING ZONE OF A
GROUP OF CYLINDERS - 60 BTDC to 40 ATDC.

PURPOSE - ON RECEIPT OF KNOCK SIGNAL, THE ECU RETARDS THE SPARK

TIMING ON THE KNOCKING CYLINDER BY 5 DEG.

NOTE
• DO NOT USE WASHERS
• TIGHTENING TORQUE IS CRITICAL
32
 CORRECTION
FUNCTIONS OF INDIVIDUAL SENSORS
VEHICLE SPEED SENSOR

LOCATION - ON THE FRONT END OF THE SPEEDO CABLE, BEHIND CLUSTER

TYPE - 2 WIRE , HALL EFFECT PULSE GENERATOR

FUNCTION - MONITORS THE VEHICLE SPEED. ECU ,BASED ON THIS INFORMATION

CAN DEDUCE THE GEAR IN WHICH VEHICLE IS DRIVEN.

PURPOSE - GEAR RECOGNITION IS USEFUL IN “LIMP HOME” MODE.

INJECTION SHUT OFF, IF ENGINE SPEED > 2000 ;VEH SPEED > 40 Kms/hr
AND FOOT-OFF ACCLERATOR.
RESTART INJECTION, IF ENGINE SPEED < 1100; VEH SPEED < 40 Kms/hr

NB- PROTECTED BY FUSE F17 (REVERSE& TURN SIGNAL)

33
 FUNCTIONS OF INDIVIDUAL SENSORS FEEDBACK

LAMBDA SENSOR – UPSTREAM

LOCATION – IN THE EXHAUST SYSTEM, BEFORE MAIN CAT CONVERTOR

TYPE – 4 WIRE, THIMBLE TYPE, HEATED OXYGEN SENSOR(HO2S)

FUNCTION – MONITORS THE OXYGEN CONTENT IN THE EXHAUST STREAM.

THEREBY DEDUCING THE A/F RATIO.

PURPOSE – TO PROVIDE FEEDBACK INFORMATION TO THE ECU ON THE A/F RATIO

AND TO AID THE ECU IN EXCERCISING FEEDBACK CONTROL.

HEATER
9 Ohms
34± 10%
 FUNCTIONS OF INDIVIDUAL SENSORS MONITOR

LAMBDA SENSOR – DOWNSTREAM

LOCATION – IN THE EXHAUST SYSTEM, AFTER MAIN CAT CONVERTOR

TYPE – 4 WIRE, THIMBLE TYPE, HEATED OXYGEN SENSOR(H02S)

FUNCTION – MONITORS THE OXYGEN CONTENT IN THE EXHAUST STREAM AFTER

THE MAIN CAT, THEREBY MONITORING THE HEALTH OF THE MAIN
CATLYTIC CONVERTOR.

PURPOSE – TO KEEP A TRACK ON THE HEALTH OF THE CATALYTIC CONVERTOR.

AN OBD2 REQUIREMENT.

HEATER
9 Ohms
35± 10%
 FUNCTIONS OF INDIVIDUAL SENSORS LIMP HOME

BRAKE PEDAL SWITCH

LOCATION – IN THE BRAKE PEDAL

TYPE – 2 WIRE, MAKE-BREAK SWITCH

FUNCTION – INFORMS ECU ABOUT FOOT-OFF ACCLERATOR PEDAL.

OPERATES BRAKE LAMP/STOP LAMP

PURPOSE – HELP ECU TO IDENTIFY “FOOT-OFF” ACCLERATOR PEDAL SITUATION

IN LIMP HOME MODE.

36
 FUNCTIONS OF INDIVIDUAL SENSORS INFORMATION

A/C REQUEST RELAY

LOCATION – ON THE MAINFUSE BOX

TYPE – A/C ON-OFF SWITCH & RELAY

FUNCTION – INFORMS ECU ABOUT DRIVER’S REQUEST FOR A/C.

PURPOSE – TO PREPARE THE ENGINE, IN ADVANCE, FOR A/C LOAD.

65 Ohms ± 10%
37
 FUNCTIONS OF INDIVIDUAL SENSORS INFORMATION

A/C GAS PRESSURE SENSOR

(FREON GAS PRESSURE SENSOR)
LOCATION – ON TOP OF THE RD BOTTLE

TYPE – 3 WIRE, PIEZO-ELECTRIC

FUNCTION – INFORMS ECU ABOUT A/C GAS PRESSURE

PURPOSE – TO ASCERTAIN THE A/C LOAD

TO ACTIVATE THE RADIATOR & CONDENSOR FAN RELAYS

38
 FUNCTIONS OF INDIVIDUAL SENSORS INFORMATION

POWER STEERING PRESSURE SWITCH

LOCATION – ON POWER STEERING PIPE

TYPE – 2 WIRE, MAKE-BREAK SWITCH

FUNCTION – INFORMS ECU ABOUT POWER STEERING PRESSURE

PURPOSE – TO ADJUST IDLE SPEED IN CASE OF STEERING A STATIONARY

VEHICLE

39
 CRITICAL
FUNCTIONS OF INDIVIDUAL ACTUATORS

FUEL INJECTOR

LOCATION – ON THE INTAKE MANIFOLD, BEHIND INLET VALVE

TYPE – 2 WIRE, SOLENOID

FUNCTION – SOLENOID VALVE OPENS, ON RECEPT OF PWM SIGNAL FROM ECU.

THE AMOUNT OF TIME THE INJECTOR OPEN DETERMINES THE
AMOUNT OF FUEL FLOW, AS THE RAIL PRESSURE IS MAINTAINED
CONSTANT.

PURPOSE – TO INJECT FUEL IN A FINE MIST BEHIND THE INTAKE VALVE. THE
INJECTORS ARE PUSH FIT IN THE MANIFOLD.

1.8 Ohms
40 ± 5%
 CRITICAL
FUNCTIONS OF INDIVIDUAL ACTUATORS

IGNITION MODULE/SPARK PLUG

LOCATION – ON THE CYLINDER HEAD. IGNITION COIL FITTED ABOVE SPARK PLUG

TYPE – PENCIL TYPE IGNITION MODULE - 1 FOR EACH CYLINDER.

FUNCTION – TO PROVIDE HIGH VOLTAGE FOR SPARK ON RECEIPT OF SIGNAL

FROM ECU

PRIMARY - 0.5 Ohms

SECONDARY – 11 Kilo Ohms ± 20%
41
 CRITICAL
FUNCTIONS OF INDIVIDUAL ACTUATORS

FUEL PUMP RELAY

LOCATION – ON THE ECU BOX, LHS FENDER

TYPE – RELAY. RELAY COIL WITH DIODE TO PROTECT ECU AGAINST REVERSE EMF

FUNCTION - RELAY COIL IS CONTROLLED BY ECU

PURPOSE – TO SWITCH ON THE FUEL PUMP IN KOER CONDITIONS.

TO SIWTCH OFF THE FUEL PUMP IN KOEO CONDITIONS.
TO SUPPLY POWER TO IGNITION COILS/SPARK PLUG.

65 Ohms
42± 10%
 CRITICAL
FUNCTIONS OF INDIVIDUAL ACTUATORS

ENGINE MANAGEMENT SYSTEM RELAY

LOCATION – ON THE ECU BOX, LHS FENDER

TYPE – RELAY. RELAY COIL WITH DIODE TO PROTECT ECU AGAINST REVERSE EMF.

FUNCTION – RELAY COIL IS CONTROLLED BY ECU.

PURPOSE – TO SUPPLY 12V POWER TO PURGE VALVE, OXYGEN SENSOR HEATERS,

INJECTORS, RADIATOR FAN/CONDENSOR FAN/SERIES RELAY COILS,

65 Ohms
43 ± 10%
 CRITICAL
FUNCTIONS OF INDIVIDUAL ACTUATORS

MOTORIZED THROTTLE

LOCATION – ON THE INTAKE MANIFOLD

TYPE – 2 WIRE, STEPPER MOTOR OPERATING THE THROTTLE BUTTERFLY.

FUNCTION - CHANGES THROTTLE BUTTERFLY POSITION

PURPOSE – TO CHANGE THE POSITION OF THE THROTTLE BUTTERFLY BASED

ON DRIVER’S FOOT REQUEST & ECU INSTRUCTIONS.

THROTTLE MOTOR – 1.5 Ohms

44 ± 5%
 IMPORTANT
FUNCTIONS OF INDIVIDUAL ACTUATORS

RADIATOR/CONDENSOR FAN RELAYS

LOCATION – ON THE ECU BOX, LHS FENDER – 3 RELAYS

TYPE – RELAY. RELAY COIL WITH DIODE TO PROTECT ECU AGAINST REVERSE EMF.

FUNCTION - RELAY COILS ARE CONTROLLED BY ECU

PURPOSE – TO SWITCH ON & OFF THE FANS, AT DIFFERENT SPEEDS, BASED ON

COOLANT TEMPERATURE & A/C GAS PRESSURE.

RADIATOR FAN RELAY 70 Amp

SERIES RELAY 40 Amp

CONDENSOR FAN RELAY 40 Amp

65 Ohms
45 ± 10%
 IMPORTANT
FUNCTIONS OF INDIVIDUAL ACTUATORS

A/C COMPRESSOR CLUTCH RELAY

LOCATION – ON THE MAIN FUSE BOX

TYPE – RELAY. RELAY COIL WITH DIODE TO PROTECT ECU AGAINST REVERSE EMF.

FUNCTION - RELAY COIL IS CONTROLLED BY ECU

PURPOSE – TO SWITCH ENGAGE & DISENGAGE THE A/C CLUTCH BASED ON

INFORMATION FROM ECU.

65 Ohms
46 ± 10%
 EMISSION
FUNCTIONS OF INDIVIDUAL ACTUATORS

CANNISTER PURGE VALVE

LOCATION – ON TOP OF THE CARBON CANNISTER, BEHIND RHS HEADLAMP.

TYPE – 2 WIRE. SOLENOID VLAVE

FUNCTION - ON ECU SIGNAL, SOLENOID OPENS THE PURGE VALVE AND LETS THE
STORED PETROL VAPORS IN TO THE INTAKE MANIFOLD.

PURPOSE – TO CONTROL EVAPORATIVE EMISSIONS.

25 Ohms
47 ± 10%
 FUNCTIONS OF INDIVIDUAL ACTUATORS INFORMATION

CHECK ENGINE LAMP

LOCATION – ON THE TACHOMETER DIAL. INSTRUMENT CLUSTER

TYPE – TELL TALE LAMP. YELLOW.

FUNCTION - LIGHTS UP WHEN A MAJORV FAULT IS DETECTED IN ENGINE

ELECTRONICS OR WHEN COOLANT TEMP IS HIGH.

PURPOSE – TO INFORM THE DRIVER OF A FAULT SITUATION.

48
 FUNCTIONS OF INDIVIDUAL ACTUATORS INFORMATION

TACHOMETER

LOCATION – ON THE INSTRUMENT CLUSTER.

TYPE – ANALOG DIAL

FUNCTION - TO OPERATE THE TACHOMETER BASED ON ENGINE SPEED.

PURPOSE – TO INFORM THE DRIVER OF ENGINE SPEED.

49
 FUNCTIONS OF INDIVIDUAL ACTUATORS INFORMATION

DATA LINK CONNECTOR (DLC)

LOCATION – BELOW THE POWER WINDOW SWITCH CONSOLE

TYPE – 16 PIN CONNECTOR

FUNCTION - COMMUNICATION TO OFF-BOARD DIAGNOSTIC EQUIPMENT

PURPOSE – INPUT TO CLIP DIAGNOSTICS.

50
 SAFETY
FUNCTIONS OF INDIVIDUAL ACTUATORS

INERTIA SWITCH

LOCATION – ON THE LHS “A” PILLAR SIDE PANEL. BEHIND GLOVE BOX.

TYPE – BREAK SWITCH CONTROLLED BY INERTIA OF STEEL BALL.

FUNCTION - CUTS OFF POWER TO FUEL PUMP RELAY INCASE OF HEAVY FRONTAL
IMPACT,

PURPOSE – SAFETY. TO ENSURE THAT FUEL SUPPLY IS STOPPED TO ENGINE

INCASE OF FRONTAL ACCIDENTS SO AS TO AVOID FIRE HAZARD
FROM PUNTURED FUEL LINES IN ENGINE COMPARTMENT.

RESETTING - PRESS ON TOP OF THE SWITCH TO MAKE CONTACT AGAIN.

51
 LAY OUT/LOCATIONS O F RENAULT F4R E NG INE ELECTRONICS

POWER
STEERING
A/C GAS PIPE
PRESSURE CANNI ST ER
PURGE E
SENSOR C
VAL VE
SOLENOID SENSORS U ACTUAT ORS

RD
BOTT LE CANNI ST ER
POWER
MANIFO LD MANIFO LD STEERING
PRESSURE AIR TEMP PRESSURE
SENSOR SENSOR FUEL IGNIT ION SWI TCH
INJECTOR COIL SPARK PL UG

3- WAY SILENCER/
CATALYTIC MUF FLER
CONVERT OR

UPST REAM
OXYG EN DOWNST REAM
DETONATION OXYG EN
SENSOR/ SENSOR
SENSOR
MOT ORIZED KNOCK
THROT TLE & SENSOR
THROT TLE
POSI TION
SENSOR INDICATIONS -
ACTUAT ORS
COOLANT
TEMPERAT UR
E SENSOR

TACHOMETER
ENGINE
ENGINE IMM OBILIZER
TDC CHECK BYPASS
FL YWHE POSI TION LAMP
BRAKE SENSOR/
PEDAL EL
A/C A/C ENGINE
SWI TCH COMP, SPEED
ACCLERATO R REQUEST
PEDAL RELAY RELAY SENSOR
SENSOR
RELAYS - ACTUATORS CLUSTE
R
BRAKE PEDAL

GEAR
BOX

EMS RADIAT SERIES CONDENS VEHICL E

FUEL OR F AN RELAY OR F AN SPEED
RELAY PUMP RELAY RELAY SENSOR
ACCELERATOR RELAY
PEDAL SPEEDOCABLE

52
 CONTROLS & STRATEGIES
FUEL PUMP CONTROL

FUEL PUMP IS CONTROLLED BY A RELAY WHOSE RELAY COIL IS ACTUATED BY

THE ECU, BASED ON INPUT FROM IGNITION SWITCH & ENGINE SPEED.
INERTIA SWITCH TO PRESSURE
RELAY 10 Amps REGULATOR - FUEL RAIL

E
KOER C
U FUEL PUMP
KOEO
5 Sec

+
CONTROL STRATEGY
1. KOEO - PUMP SWITCHES ON FOR FEW SECONDS AND SWITCHES OFF, IF
ENGINE IS NOT STARTED
2. KOER - PUMP IS SWITCHED ON AS LONG AS ENGINE IS RUNNING.

PUMP FLOW - 12V, 105 Lit/Hr

PUMP RELAY - 12V, 10 Amps, SPECIAL TYPE WITH DIODE IN RELAY COIL.

53
 CONTROLS & STRATEGIES
RADIATOR/CONDENSOR FAN CONTROL

RADIATOR & CONDENSOR FANS ARE CONTROLLED BY A SET OF 3 RELAYS

WHOSE RELAY COILS ARE ACTUATED BY THE ECU BASED ON INPUT FROM
COOLANT TEMPERATURE SENSOR & A/C GAS PRESSURE.

R RELAYS
COOLANT TEMP C CON - 40 Amps
C
E
C
RAD - 70 Amps
U S SER - 40 Amps
DIODE PROTECTED
A/C GAS PRESSURE
R

+
CONTROL STRATEGY
LOW SPEED - RADIATOR & CONDENSOR FAN IN SERIES
CONDITIONS : COOLANT TEMPERATURE > 90 Deg (87.5 Deg) OR
A/C GAS PRESSURE > 11 Bar (7 Bar)
HIGH SPEED - RADIATOR & CONDENSOR FAN IN PARALLEL
CONDITIONS : COOLANT TEMPERATURE > 98 Deg ( 96.5 Deg) OR
A/C GAS PRESSURE > 18 Bar (14 Bar)
54
 RADIATOR/CONDENSOR FAN CONTROL BY ECU – SCORPIO PETROL

BATTERY +VE
BATTERY +VE
RADIATOR FAN – 550 W
RADIATOR FAN – 550 W BATTERY +VE
MAXIFUS
E MAXIFUS RADIATOR FAN – 550 W
80 A E
MAXIFUS
80 A
E
80 A

+VE
AFTER +VE
EMS AFTER
RADIATO +VE
RELAY RADIATO EMS
R FAN AFTER
R FAN RELAY
RELAY RADIATO EMS
70 A RELAY RELAY
R FAN
70 A
RELAY
70 A

+VE
AFTER +VE
EMS AFTER
SERI +VE
RELAY SERI EMS
ES AFTER
BATTERY ES RELAY
RELA BATTERY SERI EMS
+VE RELA
Y +VE ES RELAY
40 A FU Y BATTERY
FU RELA
SE 40 A +VE
SE Y
30
30 40 A
A
A
C-
F C- FU
1 OP F SE
+VE OP C-
EN 1 +VE 30
AFTER EN F
AFTER A
EMS 1 OP
E +VE
RELAY E EMS EN
C AFTER
C RELAY
U E EMS
U RELAY
C
U

C-
F C-
2 CONDENS F
CONDENS C-
OR FAN 2
OR FAN F CONDENS
RELAY RELAY 2 OR FAN
40 A 40 A RELAY
CONDENSOR FAN – 200W CONDENSOR FAN – 200W 40 A
CONDENSOR FAN – 200W
CF1 ACTIVE & CF2 INACTIVE
CF1 & CF2 - INACTIVE RADIATOR & CONDENSOR FAN – LOW SPEED
RADIATOR & CONDENSOR FAN – OFF CF1 INACTIVE & CF2 ACTIVE
SERIES CONNECTION OF BOTH FANS RADIATOR & CONDENSOR FAN – HIGH SPEED
•WATER TEMP < 90 Deg •WATER TEMP > 90 Deg OR
•A/C GAS PRESSURE < 11 Bar PARALLEL CONNECTION OF BOTH FANS
•A/C GAS PRESSURE > 11 Bar •WATER TEMP > 98 Deg OR
•A/C GAS PRESSURE > 18 Bar
55
 CONTROLS & STRATEGIES
RADIATOR/CONDENSOR FAN CHECKING
THE RADIATOR FAN & CONDENSOR FAN OPERATES EITHER AT HIGH SPEEDOR
LOW SPEED AS CONTROLLED BY THE ECU.

ACTUAL FAN SPEED CAN VARY DEPENDING THE SYSTEM VOLTAGE.

TO FIND OUT THE FAN SPEED – LOW OR HIGH :

WITH THE FANS RUNNING , REMOVE THE SERIES RELAY

IF BOTH FANS STOP – THEN FANS WERE RUNNING AT LOW SPEED

IF BOTH FANS CONTINUE TO RUN – THEN FANS WERE RUNNING AT HIGH SPEED

56
 CONTROLS & STRATEGIES
AIRCONDITIONER CONTROL

AIR CONDITIONER (COMPRESSOR CLUTCH) IS CONTROLLED BY THE ECU

BASED ON THE INPUT FROM A/C REQUEST RELAY (A/C ON-OFF SWITCH). ON
RECEIPT OF A/C REQUEST, THE ECU CHECKS THE A/C GAS PRESSURE,
ACCLERATION PHASE, COOLANT TEMP. ADJUSTS THE IDLE SPEED AND THEN
ACTIVATES THE COMPRESSOR CLUTCH RELAY. COMPREESOR CLUTCH
ON-OFF SWITCH
DE-ICING SWITCH
RELAYS
E REQ - 10 Amps
C C CLU - 10 Amps
R
U DIODE PROTECTED

+
CONTROL STRATEGY
• A/C WILL NOT ACTIVATE UNDER THE FOLLOWING CONDITIONS
A/C GAS PRESSURE < 2 Bar OR
A/C GAS PRESSURE > 28 Bar
• A/C WILL CUT OFF,IF COOLANT TEMPERATURE REACHES 103 Degrees
• A/C WILL CUT OFF DURING SUDDEN ACCLERATION AND AGAIN SWITCH ON
AFTER 8 Seconds, AUTOMATICALLY.
57
 CONTROLS & STRATEGIES

EMISSION CONTROL - EVAPORATIVE EMISSIONS

THE FUEL VAPOURS FROM THE FUEL TANK IS COLLECTED AND STORED IN
THE CARBON CANNISTER. THE CRBON CANNISTER OUTLET IS CONNECTED
TO THE INTAKE MANIFOLD THROUGH A SOLENOID VALVE. THE SOLENOID
VALVE IS CONTROLLED BY THE ECU.
CANNISTER
PURGE
VALVE

COOLANT TEMP E TO INTAKE MANIFOLD

C
ENGINE SPEED
U

FROM TANK

CONTROL STRATEGY

ECU WILL OPEN THE PURGE VALVE AT APPROX. 3000 RPM

PURGE VALVE WILL NOT BE ACTIVATED UNDER THE FOLLOWING
CONDITIONS
• ENGINE IDLING
• COOLANT TEMP LOW
58
 CONTROLS & STRATEGIES

ANTI-KNOCK STRATEGY

AS SOON AS KNOCKING IS DETECTED BY THE KNOCK SENSOR , THE ECU

RETARDS THE SPARK TIMING ON THE PAIR OF CYLINDERS, IN RELATION TO
TDC POSITION SENSOR.

TDC
400 CONTROL STARTEGY
600

THE ECU RETARDS THE TIMING BY 5 DEG, ADVANCES THE

TIMING BY 4 DEG OVER 16 REVOLUTIONS, WAITS FOR 10
MINUTES AND BRINGS BACK TO ORIGINAL VALUE.

5 degrees
5 + 1 degrees

16 TDCs 10 minutes
16 TDCs 16 TDCs + 10 Minutes
59
 CONTROLS & STRATEGIES

SEQUENTIAL INJECTION – CYL NO.1 RECOGNITION

SINCE RENAULT F4R ENGINE DOES NOT HAVE CAMSHAFT POSITION SENSOR,
SEQUENTIAL INJECTION STRATEGY CANNOT BE ADOPTED DIRECTLY.

THE ENGINE STARTS OFF WITH GROUPED INJECTION i.e FUEL IS INJECTED IN NO.1
& 4 PORTS AND 180 DEGS LATER ON NO.2 & 3 PORTS.

RECOGNITION OF CYLINDER NO.1 IS DONE BY CONTROLLING THE INJECTORS AND

MEASURING THE ACCELRATION VALUES AT FLYWHEEL USING TDC POSITION
SENSOR.

THE ECU CUTS OFF INJECTOR NO.1 OR 2 , RANDOMLY , AND MEASURES THE
TARGET ACCELERATION OF THE FLYWHEEL. IF THE FUEL INJECTION IS CUT OFF
AT NO.1 PORT AND THE ACCLERATION OF THE FLYWHEEL REDUCES, THE ECU
“CATHES” THAT THE NO.1 CYLINDER WAS IN FIRING STROKE AND THEN
SEQUENCES THE INJECTION ACCORDINGLY.

60
 CONTROLS & STRATEGIES
IMPLICATIONS OF VEHICLE SPEED SENSOR

THE VEHICLE SPEED SENSOR IS MOUNTED AT THE FRONT END OF THE SPEEDO
CABLE, BEFORE THE SPEEDOCABLE IS ATTACHED TO THE SPEEDOMETER.

• THE VEHICLE SPEED SENSOR MEASURES THE VEHICLE SPEED BASED ON THE
OUTPUT FROM GEAR BOX.
• THE ECU DEDUCES THE GEAR RATIO BY CORRELATING THE VEHICLE SPEED &
ENGINE SPEED.

DRIVEABILITY, FUEL EFFICIENCY & LIMP HOME MODE LOGICS ARE DRIVEN BY
THIS INPUT.

IMPLICATIONS IN FIELD

CHANGING THE FOLLOWING COMPONENTS WILL CONFUSE THE ECU.

1. ALTERING THE ROLLING RADIUS OF TYRE

• BIGGER TYRES(P235/R15) , DIFFERENT SIZE WHEEL RIMS(6J x 15)
2. CHANGING THE REAR AXLE RATIO (4.9)
3. CHANGING THE SPEEDO DRIVEN & DRIVE GEAR RATIO (9/19)
4. DISCONNECTING THE SENSOR.
EVENTHOUGH THERE WON’T BE ANY FAILURE, FUEL EFFICIENCY BENEFIT WILL
BE LOST.
61
 CONTROLS & STRATEGIES
PRECAUTIONS DURING STARTING
WHILE STARTING THE ENGINE, FOLLOW THE FOLLOWING PRECAUTIONS :

1. WHEN THE IGNITION IS SWITCHED ON, THE “CHECK ENGINE” LAMP WILL COME
AND THEN SWITCH OFF AFTER 5 SECS. IF ALL ELECTRONICS ARE OK. IT IS
RECOMMENDED TO CRANK THE ENGINE AFTER THE LIGHT SWITCHES OFF.

During the “Check Engine” lamp ON phase, the ECU gets initialised , checks all
sensors and actuators for any defects like open/short etc. and then activates the
Engine Management System relay.

2. IF THE CHECK ENGINE LAMP REMAINS ON PERMANENTLY OR BLINKS, THE

VEHICLE NEEDS TO BE CHECKED BY A TECHNICIAN.

3. WHILE CRANKING THE ENGINE DO NOT PRESS THE ACCLERATOR PEDAL

If the accelerator is pressed while cranking the engine, the ECU will recognize this as
“Clear Flood Mode” and shut off the injectors. The engine will not start.

62
 CONTROLS & STRATEGIES
INTERPRETATION OF “CHECK ENGINE LAMP”
NORMAL CONDITIONS

THE LAMP WILL COME ON, ONCE THE IGNITION IS TURNED ON AND WILL REMAIN
ON FOR ABOUT 5 SECONDS AND THEN SWITCH OFF.

ABNORMAL CONDITIONS

CONTINUOUSLY ON - A CONTINUOUSLY ON LAMP INDICATES ENGINE

OVERHEATING. THE LAMP SWITCHES ON AND REMAINS ON ONCE THE WATER
TEMPERATURE REACHES 119 DEGREES. THE ENGINE WILL SELECTIVELY
MISSFIRE IF THE SITUATION CONTINEOUS, TO SAVE THE ENGINE FROM SEIZURE.

BLINKING LAMP - A BLINKING LAMP INDICATES THAT THERE IS A DEFECT IN THE

ENGINE ELECTRONICS/LIMP HOME MODE. THE DEFECT CODE WILL BE STORED IN
THE ECU’s MEMORY AND CAN BE READ THROUGH CLIP DIAGNOSTIC.

LIMP HOME MODE 1 - DEFECT AT ACCELERATOR PEDAL SENSOR

LIMP HOME MODE 2 - DEFECT AT MOTORIZED THROTTLE
LIMP HOME MODE 3 - DEFECT AT ACC.PEDAL SENSOR/THROTTLE - TRACK 2.

BLINKING MODE HAS PRECEDENCE OVER CONTINUOUSLY ON MODE

63
 CONTROLS & STRATEGIES

LIMP HOME MODES

LIMP HOME MODE IS AN “EMERGENCY” SITUATION DECLARED BY THE ECU DUE

TO FAILURE OF ONE OR MORE CRITCAL SENSORS/ACTUATORS.

THE FOLLOWING ARE THE MOST CRITCAL SENSORS/ACTUATORS IN F4R

ENGINE AND THE EFFECT OF FAILURES ARE :

ENGINE SPEED SENSOR/TDC SENSOR : ENGINE DOES NOT START

IMMOBILIZER BYPASS : ENGINE DOES NOT START
INERTIA SWITCH TRIPPED : ENGINE DOES NOT START

ACCELERATOR PEDAL SENSOR : LIMP HOME MODE 1

MOTORIZED THROTTLE : LIMP HOME MODE 2
ACC. PEDAL/THROTTLE - TRACK 2 : LIMP HOME MODE 3

IN LIMP HOME MODE, DUE TO FAILURE OF CRITICAL SENSOR/ACTUATOR, THE

ECU WILL REVERT TO BASIC MINIMUM REQUIRENMENTS (FUEL QTY/SPARK
TIMING) TO AID THE DRIVER TO BRING BACK THE VEHICLE TO A NEAREST
WORKSHOP. NEEDLESS TO SAY THE DRIVEABILITY & FUEL CONSUMPTION WILL
BE VERY BAD.

64
 CONTROLS & STRATEGIES

LIMP HOME MODE 1

DEFECT AT ACCELERATOR PEDAL SENSOR

LIMP HOME MODE 1 WILL BE ACTIVATED, IF ANY OF THE FOLOWING DEFECTS

ARE DETECTED IN THE PEDAL SENSOR :

1. DISCONNECTION AT PEDAL SENSOR

2. INCOHERENCE BETWEEN TRACK 1 & 2
3. LOSS OF TRACK 1 INFORMATION

ACCLERATOR PEDAL IS NO MORE FUNCTIONAL

A VALUE OF PEDAL IS RECONSTRUCED BY THE ECU BASED ON THE GEAR IN WHICH THE
VEHICLE IS IN (9% at Neutral & 12% at First).

ENGINE SPEED WILL BE SET AS PER ASSUMED PEDAL 9% or 12%

PRESSING THE BRAKE PEDAL WILL INDICATE THAT THE DRIVER’S FOOT IS OFF THE
ACCLERATOR PEDAL AND THE ENGINE SPEED WILL DROP TO IDLE.

VEHICLE TO BE DRIVEN BY “PLAYING” WITH GEAR SHIFT/CLUTCH & BRAKE PEDAL

CRITICAL SENSORS FOR THIS MODE - VEHICLE SPEED SENSOR, BRAKE PEDAL SWITCH
65
 CONTROLS & STRATEGIES

LIMP HOME MODE 2

DEFECT AT MOTORIZED THROTTLE

LIMP HOME MODE 2 WILL BE ACTIVATED, IF ANY OF THE FOLOWING DEFECTS

ARE DETECTED IN THE MOTORIZED THROTTLE :

1. DISCONNECTION AT MOTORIZED THROTTLE

2. LOSS OF TRACK 1 INFORMATION OF THROTTLE POSITION SENSOR

ACCLERATOR PEDAL IS FUNCTIONAL BUT NO MORE USEFUL.

THE THROTTLE IS OPENED TO 18% - MECHANICALLY SPRING LOADED.

ENGINE SPEED WILL BE SET AS PER GEAR RATIO, BY CUTTING THE FUEL INJECTION TO
ONE OR MORE CYLINDERS (Neutral- 2200 RPM, First - , Third - 2800 RPM)

VEHICLE TO BE DRIVEN BY “PLAYING” WITH GEAR SHIFT & CLUTCH

CRITICAL SENSORS FOR THIS MODE - VEHICLE SPEED SENSOR

66
 CONTROLS & STRATEGIES

LIMP HOME MODE 3

DEFECT AT MOTORIZED THROTTLE/PEDAL SENSOR

LIMP HOME MODE 3 WILL BE ACTIVATED, IF ANY OF THE FOLOWING DEFECTS

ARE DETECTED IN THE MOTORIZED THROTTLE OR PEDAL SENSOR :

1. SHORT IN TRACK 2 OF ACCLERATOR PEDAL SENSOR

2. SHORT IN TRACK 2 OF THROTTLE POSITION SENSOR
3. MECHANICAL LIMP HOME SPRING FAILURE IN THROTTLE

ACCLERATOR PEDAL IS FUNCTIONAL

MAXIMUM THROTTLE OPENING WILL BE LIMITED BY ENGINE SPEED.

IN NORMAL DRIVING , LESS THAN 90 Kms/hr, NO PERCEIVABLE DIFFERENCE WILL BE FELT.

ACCLERATION RATES WILL BE LIMITED.

ENGINE CHECK LAMP WILL BLINK.

67
 EXTERNAL COOLANT CIRCUIT LAYOUT – SCORPIO PETROL
DIRECTION OF FAN ROTATION – VIEW FROM FRONT
RADIATOR FAN – CLOCKWISE PRESSURE CAP
PR. VALVE – 1.4 Bar
CONDENSOR FAN – ANTI-CLOCKWISE VAC. VALVE - Bar

FAN CONTROL BY ECU

DEGASSING TANK
INPUTS – WATER TEMPERATURE & A./C GAS PRESSURE

LOW SPEED – RAD. & CONDENSOR FAN IN SERIES

HIGH SPEED – RAD. & CONDENSOR FANS IN PARALLEL

LOW SPEED – 1. WATER TEMP > 90 Deg (87.5 Deg)

OR
2. A/C GAS PRESSURE > 11 Bar (7 Bar)
CONDENSOR FAN -
ELECTRIC 200 W HIGH SPEED – 1. WATER TEMP > 98 Deg (96.5 Deg)
OR
2. A/C GAS PRESSURE > 18 Bar (14 Bar)
CONDENSOR

RADIATOR

RADIATOR FAN –
ELECTRIC 550 W F4R ENGINE

WATER PUMP

HOT WATER VALVE

(CONTOLLED BY HVAC)
OIL COOLER

WATER TEMP.
SENSOR
WATER CLUSTER
TEMP. EVAPORATOR
SENSOR
THERMOSTAT (82 Deg)
CONTROLLE ECU HEATER
D BY ECU

HEATER BYPASS
VALVE (0.6 – 0.65 Bar)

HOT COOLANT

COLD
COOLANT
GAS

MOULDED HOSE JOINT

HOSE CLAMP
68
 FUEL SYSTEM LAYOUT – SCORPIO PETROL – INLINE PUMP
FRESH AIR CANNISTER PURGE VALVE
CONTROLLED BY ECU

ROLL-OVER
VALVE

CANNISTER
PRESSURE
PURGE
RELEIF
VALVE
VALVE 0.3 Bar

EXPANSION
FRESH AIR CARBON BOX FILLER CAP
CANNISTER VAC VALVE Bar

PRESSURE
REGULATOR FUEL
3.5 Bar STRAINER

FILLING
VENT

F4R ENGINE

FUEL FILTER FUEL PUMP

50 Micron 12V, 105 Lit/Hr FUEL TANK
CAPACITY – 55 LIT

INJECTORS
CONTROLLED BY ECU
INERTIA
SAFETY
SWITCH

TO IGNITION COIL/SPARK PLUG

FUEL PUMP RELAY

CONTROLLED BY ECU

FUEL PUMP CONTROL BY ECU FUSE 30 A MAXI FUSE 60 A BATTERY +VE

.IGNTION ON , ENGINE NOT RUNNING

•FUEL PUMP WILL SWITCH ON FOR 3-5 SEC , THEN

SWITCH OFF, IF ENGINE IS NOT STARTED

.IGNITION ON, ENGINE RUNNING

•FUEL PUMP ON CONTINUOUSLY

69
 FUEL SYSTEM LAYOUT – SCORPIO PETROL – INLINE PUMP
PRESSURE REGULATOR INLINE PUMP

ROLLOVER VALVE PRESSURE RELEIF VALVE

70
 FUEL SYSTEM LAYOUT – SCORPIO PETROL – INLINE PUMP

FUEL FILTER FUEL STRAINER

71
 FUEL SYSTEM LAYOUT – SCORPIO PETROL – INTANK PUMP

FRESH AIR
CANNISTER PURGE VALVE
CONTROLLED BY ECU

ROLL-OVER
VALVE

CANNISTER
PRESSURE
PURGE
RELEIF
VALVE
VALVE 0.3 Bar

EXPANSION
FRESH AIR CARBON BOX
CANNISTER

PRESSURE
REGULATOR
3.5 Bar

FILLING
VENT

FUEL PUMP
FUEL FILTER 12V, 105 Lit/hr
50 Microns FUEL TANK
CAPACITY – 55 LIT

INJECTORS
CONTROLLED BY ECU FUEL
INERTIA
SAFETY STRAINER
SWITCH

TO IGNITION COIL/SPARK PLUG

FUEL PUMP RELAY

CONTROLLED BY ECU

FUEL PUMP CONTROL BY ECU FUSE 30 A MAXI FUSE 60 A BATTERY +VE

.IGNTION ON , ENGINE NOT RUNNING

•FUEL PUMP WILL SWITCH ON FOR 3-5 SEC , THEN

SWITCH OFF, IF ENGINE IS NOT STARTED

.IGNITION ON, ENGINE RUNNING

•FUEL PUMP ON CONTINUOUSLY 72

 FUEL SYSTEM LAYOUT – SCORPIO PETROL – INTANK PUMP
PRESSURE REGULATOR INTANK PUMP

ROLLOVER VALVE PRESSURE RELEIF VALVE

73
 FUEL SYSTEM LAYOUT – SCORPIO PETROL – INTANK PUMP

FUEL FILTER

74
 EMISSION CONTROL LAYOUT – SCORPIO PETROL – TAILPIPE & EVAPORATIVE EMISSIONS

A/F RATIO
PRE- CAT (FOR EURO3)
UPSTREAM CORRECTION
OXYGEN
THREEWAY CATALYTIC CONVERTOR
SENSOR
SUBSTRATE – CERAMIC CORDIERITE
WASHCOAT - ALUMINA INPUT TO ECU
NOBLE METAL – PALLADIUM & RHODIUM
CELL SHAPE – SQUARE
STAINLESS STEEL DENSITY – 600 CPSI DOWNSTREA
UP TO MAIN CAT – BS2 & EURO2 OPERATING TEMP – 400 Deg to 1000 Deg M OXYGEN
CATALYST
UPTO PRE-CAT – EURO3 NOBLE METAL LOADING - 100 gms/Cu.ft SENSOR
MONITORING
AIR FILTER

UPSTREAM
OXYGEN
SENSOR
EURO3

E
I
I
E

CO CO2
HC H2O
PRESSUR
NOx N2
E RELEIF
VALVE

SILENCER/MUFFLER

ROLL-OVER MAIN CAT (FOR BS2 & EURO2)

VALVE
FRESH AIR THREEWAY CATALYTIC CONVERTOR

SUBSTRATE – CERAMIC CORDIERITE

EXPANSION CANNISTER WASHCOAT - ALUMINA
BOX PURGE VALVE – NOBLE METAL – PALLADIUM & RHODIUM
CONTROLLED CELL SHAPE – SQUARE
BY ECU DENSITY – 400 CPSI
OPERATING TEMP – 400 Deg to 1000 Deg
NOBLE METAL LOADING
FRONT BRICK – 40 gms/Cu. Ft
CARBON
REAR BRICK - 150 gms/Cu.ft
CANNISTER

FUEL TANK

75
 ELECTRICAL WIRING LAYOUT – ENGINE COMPARTMENT – SCORPIO PETROL

RELAYS( R) (PROTECTED BY DIODE)

VEHICLE ECU EARTH R1 – RADIATOR FAN 70 Amps

EARTH R2 – SERIES RELAY – 40 Amps
- R3 – CONDENSOR FAN 40 Amps
R4 – ENGINE MANAGEMENT SYSTEM 40 Amps
R5 – FUEL PUMP 10 Amps
BATTERY R5 FUSE (F)
R1 R2 R3 R4
12 V, 65 Amp-Hr
F1 – ENGINE MANAGEMENT SYSTEM 30 Amps
F2 – CONDENSOR FAN 30 Amps
F1 F2
BATTERY + MAXI FUSE (MF)
+VE
CABLE MF1 – VEHICLE ELECTRICALS – 60 Amps
ECU A B C
FUSE MF2 – ENGINE MANAGEMENT SYSTEM -50 Amps
MF3 – VEHICLE ELECTRICALS – 60 Amps
MF4 – RAD/CONDENSOR FAN – 80 Amps

MF1 MF2

MF3 MF4
ALTERNATOR
120 Amps
60 Amp – MAIN 80 Amps –
RELAY, DEMIST, RADIATOR
4WD, POWER FAN,
WINDOW, A/C CONDENSOR
FAN F4R ENGINE
60 Amp – IGN
SWITCH, STOP 50 Amps –
FRONT
LAMP, HORN, ENGINE
HAZARD, FOG, MANAGEMENT
CLS, IMMOBILIZER SYSTEM

STARTER MOTOR
1.8 KW, REDUCTION

76
BATTERY POSITIVE CABLE – SCORPIO PETROL

FUSE

BLOWN FUSE

77
 OFF-BOARD DIAGNOSTICS
OFF-BOARD DIAGNOSTICS, IN RENAULT F4R ENGINE, IS DONE USING THE CLIP
BASIC OR CLIP TECHNIC.

CLIP BASIC/TECHNIC
CLIP BASIC/TECHNIC IS A PC BASED DIAGNOSTIC TOOL WHICH CONENCTS TO
THE ENGINE MANAGEMENT COMPUTER. THE DEFECTS STORED & PRESENT IN
THE INJECTION COMPUTER ARE RETREIVED AND DISPLAYED IN NORMAL
ENGLISH LANGUAGE. THE DTCs ARE RETRIEVED THROUGH THE DLC LOCATED
BELOW THE POWER WINDOW SWITCH CONSOLE.

LAPTOP
DLC
E
INTERFACE C
U

78
 OFF-BOARD DIAGNOSTICS
FEATURES OF CLIP
• COMPUTER TEST

• AUTOMATIC TEST OF ALL COMPUTERS

• REPROGRAMMING

• AIR BAG HARNESS TEST

• SCAN TOOL

• TECHNICAL NOTES

• PHYSICAL MEASUREMENT MODULE

• ANTI-POLLUTION

• MULTI-METER

• TEST AS PER CUSTOMER COMPLAINT

79
 OFF-BOARD DIAGNOSTICS

OUTPUTS OF COMPUTER TEST

THE FOLLOWING INFORMATION CAN BE OBTAINED FROM CLIP BASIC/TECHNIC

1. FAULT TEST

THE CLIP RETRIVES DTCs CODES STORED OR PRESENT IN THE SYSTEM AND
DISPLAYS THEM IN THE SCREEN, IN NORMAL ENGLISH, NARROWING DOWN THE
AREA TO BE ATTACKED FIRST.

2. MEMO OF PARAMTERS

THE CLIP DISPLAYS THE SENSOR/ACTUATOR READINGS, IN REAL TIME.

THEORETICAL UNDERSTANDING OF THE ENGINE MANAGEMENT SYSTEM IS
REQUIRED TO INTERPRET THESE READINGS.

3. LIST OF STATUSES

THE CLIP DISPLAYS THE STATUS OF CERTAIN AGGREGATES AS “ACTIVE” OR

“INACTIVE”. FOR EXAMPLE , THE RADIATOR FAN HAS NO DIGITAL NUMBER
ASSIGNED TO IT TO IDENTIFY ITS PRESENT STATE.

80
 OFF-BOARD DIAGNOSTICS

4. COMMAND MODE

CLIP BASIC/TECHNIC OFFERS A FACILITY OF CHECKING THE AGGREGATE OR

ACTUATOR FROM THE PC. THE SELECTED AGGREGATE/ACTUATOR CAN BE
ACTIVATED OR DEACTIVATED TO CONFIRM ITS FUNCTIONING.

5. LIST OF DETECTABLE FAULTS

PROVIDES THE LIST OF FAULTS WHICH CAN BE DETEECTED USING CLIP

6. FUNCTION TEST
7. CONFORMITY TEST
8. STATUS & PARAMETER RECORDING

81
 OFF-BOARD DIAGNOSTICS
CLIP DIAGNOSTICS

INSTALLATION ON VEHICLE

• CONNECT THE POWER CHORD TO LAPTOP & THE OTHER END TO THE
CIGARETTE LIGHTER.
• CONNECT THE DATA LINK CABLE TO THE LEFT SIDE OF THE LAPTOP
AND THE OTHER END TO THE DLC.
• START THE LAPTOP. SWITCH ON THE IGNITION, IF BATTERY IS LOW.

• DOUBLE CLICK ON “RENAULT” ICON.

• FROM THE PULL DOWN MENU , CLICK ON “LAGUNA II”
• CLICK ON THE “COMPUTER TEST”
• CLICK ON “MULTIPLEX NETWORKING”
• A SCREEN WILL SHOW UNDETECTED COMPUTERS & UNIDENTIFIED
COMPUTERS
• CLICK ON > TO MOVE AHEAD.
• CLICK ON “PETROL INJECTION”

DIAGNOSTIC SCREEN WITH FOLLOWING OPTIONS WILL APPEAR

82
 OFF-BOARD DIAGNOSTICS
DIAGNOSTIC SCREEN OPTIONS

• FAULT TEST

• MEMO OF PARAMETERS

• LIST OF STATUSES

• COMMAND MODE

• LIST OF DETECTABLE FAULTS

• FUNCTION TEST

• CONFORMITY TEST

• STATUS & PARAMETER RECORDING

83
 OFF-BOARD DIAGNOSTICS
FAULT TEST

CLICK ON THE FAULT TEST

CLIP WILL SHOW ALL DEFECTS “PRESENT” & “STORED” IN THE ECU. THE STATUS
OF THE FAULT , EITHER STORED OR PRESENT, WILL BE INDICATED BY RED OR
AMBER LIGHT, RESPECTIVELY.

A PRESENT (RED) FAULT IS A FAULT EXISTING ON THE ENGINE MANAGEMENT

SYSTEM , AT THE TIME OF DIAGNOSTICS.

A STORED (ORANGE) FAULT IS FAULT WHICH OCCURRED EARLIER DURING THE

RUNNING OF THE ENGINE BUT DOES NOT EXIST AS OF NOW.

THE FAULT IS INDICATED BY A CODE DFxxx, ON THE LEFT HAND CORNER.

THE TYPE OF FAULT IS OF VARIOUS TYPES, DEF,CO,CC.0,CC.1,OBD
DEF - UNIDENTIFIED ELECTRICAL FAULT
CO – OPEN CIRCUIT
CC.0 – SHORT CIRCUIT TO EARTH
CC.1 – SHORT CIRCUIT TO 12V
OBD - A FAULT WHICH CAN HAVE A IMPACT ON EMSSIONS
BEFORE COMMISSIONING THE VEHICLE, ALL THESE FAULTS,
RED & AMBER NEEDS TO BE ERASED.
84
 OFF-BOARD DIAGNOSTICS
ERASING FAULT MEMORY

STORED FAULT (ORANGE) CAN BE DIRECTLY ERASED USING THE CLIP.

HOWEVER, IT IS GOOD PRACTICE TO INVESTIGATE THE REASON FOR THE FAULT
AS IT MAY REOCCUR IN THE FUTURE.

PRESENT FAULT(RED) NEEDS TO CORRECTED BEFORE AN ATTMPT IS MADE TO

ERASE IT FROM THE FAULT MEMORY.

PROCEDURE FOR ERASING FAULT MEMORY

CLICK ON THE FAULT TO BE ERASED.

IN THE NEXTSCREEN , CLICK ON “ERASE FAULT MEMORY”
CLICK ON “ERASE”
FOLLOW THE INSTRUCTION APPEARING ON THE SCREEN LIKE “IGNITION ON ,
ENGIN STOPPED” OR “IGNITION ON , ENGINE RUNNING” ETC.
CLICK ON “VALIDATE”
THE SCREEN WILL INDIACTE STATUS OF ERASING - SUCCESSFUL OR
UNSUCCESSFUL.

IT IS VERY IMPORTANT TO FOLLOW THE INSTRUCTIONS ON

SCREEN WHILE DOING THIS EXERCISE.
85
 OFF-BOARD DIAGNOSTICS
INVESTIGATIONS OF “PRESENT FAULT” (RED)
INVESTIGATIONS OF PRESENT FAULT REQUIRES FOLLOWING TOOLS

• INJECTION - FAULT FINDING MANUAL

• CIRCUIT DIAGRAM
• ECU PINOUT DIAGRAM
• RESISTANCE VALUES OF SENSORS/ACTUATORS
• 112 TRACK BORNIER
• MULTIMETER

CHECK THE CLEANLINESS & CONDITION OF THE CONNECTIONS/CONNECTORS.

DISCONNECT THE BATTERY & DISCONNECT THE ECU. - IMPORTANT

REFER TO THE DISPLAYED DEFECT CODE AND GO TO THE CORRESPONDING PAGE

IN THE “INJECTION-FAULT FINDING MANUAL”

FIX THE BORNIER IN PLACE OF THE ECU AND CHECK THE RESISTANCE OF THE
COMPONENT AND THE CONTINUITY OF THE WIRE, USING MULTIMETER, WIRING
DIAGRAMS, ECU PIN OUT DETAILS. IF THE VALUES ARE BEYOND SPECIFICATIONS ,
REPLACE THE SENSOR/ACTUATOR.

86
 OFF-BOARD DIAGNOSTICS
POSSIBILITIES WITH PHYSICAL MEASUREMENT MODULE

•OHMETER

•VOLTMETER

•AMMETER

•OSCILLOSCOPE

•STANDARD CURVES

•IGNITION TESTING

•STARTER TESTING

•COMPRESSION TESTING

•CHECKING/ADJUSTING ADVANCE

•OXYGEN SENSOR TESTING

•TEMPERATURE MEASUREMENTS

•ENGINE SPEED

•BATTERY/ALTERNATOR TESTING
87
 OFF-BOARD DIAGNOSTICS
POSSIBILITIES WITH MULTI-METER

•ENGINE SPEED

•VOLTMETER-AMMETER

•UNIVSERSAL OSCILLOSCOPE

•PRE-PROGRAMMED CURVE TRACER

•IGNITION SIGNAL TESTER

•GAS MEASUREMENT

•TEMPERATURE MEASUREMENT

•OHM METER

88
TYPICAL EXAMPLE – FUEL MAP

89
TYPICAL EXAMPLE – IGNITION MAP

90
91
92
93
94
95
96
97
98
99
OFF-BOARD DIAGNOSTICS

100
CONTROLS & STRATEGIES

ENGINE SPEED LIMITER

101