312002669 - INTRODUCTION - ENGINE
ATTENTION
All the operations should be carried out taking great care to avoid personal injury.The engine compartment contains many moving parts, components at high temperatures and live wires. Follow the warnings given below very carefully when working in the engine compartment: turn off the engine and wait for it to cool down, do not smoke, do not use naked flames and ensure a fire extinguisher is available.The use of special tools is required for certain procedures. The use of these tools is vital for working safely.Follow the current workshop safety regulations. Where necessary, the Manual contains specific procedures to be followed to prevent dangerous situations from arising.For the use of chemical products, follow the safety instructions carefully on the card from the supplier to the consumer.The electronic ignition system produces voltages of 20,000 V and above which could be very hazardous to people especially if they are suffering from a heart condition. Therefore take great care when working on these systems or in the vicinity of their components.WARNINGS
All the operations should be carried out taking great care to avoid damaging components.To release parts that are sticking, tap gently using an aluminium or lead hammer if iron materials are involved; use a wooden or resin hammer for light alloy parts.When dismantling, check that components that should be marked have the appropriate references.When refitting, lubricate the parts, where necessary, to prevent seizing or binding during the initial operating period. When refitting it is vital to respect the adjustment nut tightening torques.Each time they are refitted, replace gaskets, oil seals, flexible washers, safety washers, self-locking nuts, pre-treated screws and all parts that have deteriorated.Use adhesive paper or clean cloths to suitably protect those parts of the engine which, if they remain uncovered after dismantling, will allow dust or foreign bodies to enter.Only genuine spare parts should be used to replace units or components that have been removed: this is the only way of ensuring the interchangeability and perfect operation of the various components.Before working on the electrical system (connectors, electrical components, wiring, etc.) turn the ignition key to STOP and disconnect the battery.SIC procedure - Small Injection Control
The SIC procedure is a function that aims to optimise the relationship between the energisation time and the amount of fuel used, especially for small quantities.The consequence of this function is an optimisation of fuel emissions and in particular the noise and roughness of the engine especially during the first few miles covered (new engine).In order to obtain this result the exact amount of fuel injected by each injector must be checked in order to characterise, beyond the IMA procedure, the actual characteristics for each one.The control unit however will start to record auto adaptivity for each injector, memorising the data in the control unit''s permanent memory (Eeprom); the function is enabled during Cut-OFF: working on the injection time and increasing the target value for each single cylinder, the system checks if there is a significant phonic wheel angle variation. If the phonic wheel angle variation is not detectable for each cycle and during Cut-OFF the amount injected is increased until a change in the phonic wheel angle is shown; therefore locating the correction point / phonic wheel effect, this value will be defined by the actual calibration of the amount injected by the injector.To guarantee the correct functionality of the device and therefore the correct update of the auto adaptive parameters, the system must always be able to function in the most stable conditions whether the components that work the rail pressure (pump and pressure regulator, injectors) or the sensors that transmit the parameter reading significantly influence the regulation of the amount / pressure injected (pressure rail sensor reading) based on what has been determined, in place of assistance, for each replacement of one or more parts that actively influence the functionality of the SIC device, it will be necessary to carry out certain procedures with the diagnostic instrument to zero some auto adaptive parameters in Eeprom from the control unit to record their values in the central area (default values).In particular the device is sub-divided into 2 functioning parts, SIC1 and SIC2: the difference between the 2 devices is that the SIC1 operates the correct amount injected by all injectors, while the SIC2 is specifically for each single injector; the SIC1 / SIC2 procedure must be carried out when each component described below is replaced:
- control unit replacement
- replacement of one or more injectors
- pressure rail sensor
To perform this procedure it is necessary to:
- connect the tester;
- with the engine switched off, turn the ignition key to the MAR position
- follow the tester instructions for this procedure;
- at the end of the procedure, turn the key to the OFF position and wait for the data to be stored.
MAC procedure - Multijet Adaptive Control (lambda wave system)
The lambda wave control has 2 main functions:a) the precise measurement of the concentration of oxygen present in the exhaust fumes providing optimal control of exhaust gases and therefore a significant reduction in Noxb) to a significant reduction in particulate up to a maximum of 20%; it is also possible to check fuel anomalies in the engine (misfire)The control unit updates the variables in Eeprom by means of the lambda wave values readingDuring the system''s life the MAC function is always enabled so as to guarantee the effective measurement of exhaust emissions in relation to the Euro 4 legislation and therefore be able to show that many essentially come from the engine''s mechanical features, electro-mechanical features and electrics from the injectors and generally all the elements that actively participate in the system among which the pressure pump (75bhp), DRV2 flute rail regulator, pressure rail value reading by the sensor and the airflow shown by the debimeter and by the lambda wave itself through which all the electrical, plausibility and control unit hardware the unit itself and the internal components that it comprises (measuring element, ceramic heater element) tests are carried outTo guarantee the device functions correctly and therefore updates the auto adaptive parameters correctly, the system must always be able to function in the most stable conditions whether the components that work the rail pressure (pump and pressure regulator, injectors) or the sensors that transmit the parameter reading significantly influence the regulation of the amount / pressure injected and therefore directly influence the exhaust emission values reading (pressure rail sensor reading, airflow reading from the debimeter and the emissions values from the wave itself).Based on what has been defined above, for every replacement of one or more parts that actively influence the MAC device''s functionality, certain procedures with the tester to zero certain auto adaptive parameters in Eeprom from the control unit to record their value in the central area (default values) must be carried out.In particular the device is sub-divided into 2 functioning parts, MAC1 and MAC2: the difference between the 2 devices is that the MAC1 initialises and contains the values indicatively of the wave increase factor , while the MAC2 contains the actual auto adaptive wave value, for each replacement of one of the parts described below the MAC1 / MAC2 procedure must be carried out:
- control unit replacement
- replacement of one or more injectors
- pressure rail sensor
- debimeter
- Lambda sensor
To perform this procedure it is necessary to:
- connect the tester;
- with the engine switched off, turn the ignition key to the MAR position;
- follow the tester instructions for this procedure;
- at the end of the procedure, turn the key to the OFF position and wait for the data to be stored.
DPF procedure (particulate trap filter systems)
The particulate trap filter (DPF) is an element inserted into the exhaust apparatus; the main aim of this element is to noticeably reduce exhaust emissions either through the trap filter component, the sw control implemented by the control unit with the auxiliary calculation algorithm (type of vehicle version and miles travelled), and the sensors to its connection (temperature sensors, pressure differential sensor between DPF input and output).During normal vehicle use, the CCM records at each power - Latch a series of data pertaining to the profile type of the vehicle version (period of use, type of travel, temperatures reached etc.) and the estimate calculated of the residual percentage of particulate present in the trap filter.The calculation function is always enabled during the system''s life in order to be able to guarantee the actual measurement of exhaust emissions values in relation to the Euro 4 legislation and therefore be able to show that many essentially come from the engine''s mechanical features, electro-mechanical features and electrics from the injectors and generally all the elements that actively participate in the system, among which are the pressure pump (75bhp), DRV2 flute rail regulator, pressure rail value reading by the sensor, the temperature sensor and the trap filter pressure differential as well as its efficacy and that of the pre-converter.To guarantee the correct functionality of the device and therefore the correct update of the calculation estimate of the percentage of particulate present in the trap filter parameters, the system must always be able to function in the most stable conditions whether the components that work the rail pressure (pump and pressure regulator, injectors) or the sensors that transmit the parameter reading significantly influence the regulation of the amount / pressure injected (pressure rail sensor reading and the same) as well as the same components correlated to the DPF (temperature sensor and pressure differential) and finally the preconverter. Based on what has been defined above, in place of assistance, for every replacement of one or more components that actively influence functionality of the DPF device, it will be necessary to carry out certain procedures with the tester to zero certain parameters in Eeprom from the control unit to record the value in the central area (default values), or by recording the value in the new control unit in the case of replacement (see DPF1, value inserting Odometer).In particular the device is sub-divided into 5 functions, DPF1..DPF5:
- DPF1: New CCM Odometer value following replacement
- DPF2: DPF Eeprom values update following replacement
- DPF3: Pressure differential sensor Eeprom values update following replacement
- DPF4: Pre-converter DPF Eeprom values update following replacement
- DPF5: Injector DPF Eeprom values update following replacement
For each replacement of one of the components described below the DPF1..DPF5 procedures must be carried out :
- control unit replacement
- particulate filter DPF replacement.
- pressure differential trap filter sensor replacement
- pre-converter replacement
- replacement of one or more injectors
To perform this procedure it is necessary to:
- connect the tester;
- with the engine switched off, turn the ignition key to the MAR position;
- follow the tester instructions for this procedure;
- at the end of the procedure, turn the key to the OFF position and wait for the data to be stored.
Flywheel procedure
The phonic wheel is used, not only for the engine rpm reading, but also to check the cylinder balance device by measuring the angular acceleration for each cylinder; and it is a device for checking cylinder stability and is auto adaptive for each engine.Obviously the device is set up according to the type of engine and phonic wheel and certain data is updated in the Eeprom control unit to enable a base calculation to recognise potential engine problems.However during normal vehicle use, the CCM records at each power - Latch a series of data inherent to the test number carried out.To guarantee the device works correctly and the cylinder balance calculation parameters are correct, it must always function in the most stable conditions, with particular reference to the phonic wheel itself, however, in place of assistance, for each replacement, the appropriate test procedure must be carried out to zero certain variables in the Eeprom control unit to recalculate the new data on the new phonic wheel and each replacement one.The reason for this procedure lies mainly in the condition of the cylinder balance device and the probability of engine noise detectable by the customer if the phonic wheel is replaced and the resetting procedure of the parameters stored in Eeprom (see below) has not been activated. The procedure aims to:
- update wheel parameters stored in CCM Eeprom with those of the new phonic wheel (TDISYMS and TDISSYM Variables)
- reset the test carried out stored in CCM Eeprom (Mtest variable)
- reset the phonic wheel correction factor parameters (MbetaCorf variable).
To perform this procedure it is necessary to:
- connect the tester;
- with the engine switched off, turn the ignition key to the MAR position;
- follow the tester instructions for this procedure;
- at the end of the procedure, turn the key to the OFF position and wait for the data to be stored.
Oil Life Function
In the Euro 4 arrangement the Oil Life function is implemented to check the state and wear of the engine oil; this function is necessary and indispensable in the DPF trap filter set-up as in this set-up the consumption and wear of the oil is very onerous. A specific sensor is not used for this function, but a specific function software calculates the % of wear via a control algorithm based on certain signals entered by th
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