charging RENAULT TWINGO 2009 2.G Electrical Equipment - Petrol Injection Workshop Manual

17B-2V7 MR-413-X44-17B000$010.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
1. SCOPE OF THIS DOCUMENT
This document presents the fault finding method applicable to all computers with the following specifications:
2. PREREQUISITES FOR FAULT FINDING
Special tooling requiredVehicle(s): NEW TWINGO, NEW TWINGO RS, E33,
CLIO III, and MODUS
Engine:D7F 800,
D4F 740, 742, 764, 770, 772
D4FT 780, 782, 784, 786
K4M 854, 862
Function concerned: SIEMENS SIM 32 petrol
injection Computer Name: SIEMENS SIM 32 injection
Program No.: D3
Vdiag No.: 44, 4C, 50 and 54
D4F 764: Vdiag 4C or 50
–Camshaft dephaser
–Camshaft position sensor
–Controlled coolant thermostat
D4F 742: Vdiag 50
–Ethanol
–O. C. S. - Customised oil service interval
D4FT 780, 782, 784, 786: Vdiag 54
–Turbocharging
–Oil vapour rebreathing circuit de-icing system
–OCS - Customised oil change interval
–Euro V (782, 786)For applications with Vdiag 50 and 54:
If ET840 = ACTIVE:
–OCS - Customised oil change interval
Documentation type
Fault finding procedures (this document):
●Assisted fault finding (integrated into the diagnostic
tool), Dialogys.
Wiring Diagrams:
●Visu-Schéma (CD-ROM), paper.
Type of diagnostic tools
●CLIP + multiplex line sensor
Special tooling required
Multimeter
Elé. 1681Universal bornier
SIM32_V44_PRELI/SIM32_V4C_PRELI/SIM32_V50_PRELI/SIM32_V54_PRELI
PETROL INJECTION
Fault finding – Introduction

17B-10V7 MR-413-X44-17B000$030.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
1. SYSTEM OPERATION
Composition
The injection system consists of the:
–accelerator potentiometer,
–TDC sensor,
–atmospheric pressure sensor,
–air temperature sensor,
–coolant temperature sensor,
–refrigerant pressure sensor,
–upstream oxygen sensor,
–downstream oxygen sensor,
–cruise control switch (fitted according to the vehicle equipment level),
–cruise control on/off switch (fitted according to the vehicle equipment level),
–brake light switch,
–clutch pedal switch,
–fuel vapour absorber,
–injection computer,
–motorised throttle valve,
–four injectors,
–pinking sensor,
–4 injectors,
–ignition coil,
–pinking sensor.
Additional components on D4F 764:
–camshaft dephaser,
–camshaft position sensor,
–electrically controlled coolant thermostat.
Additional components on D4F 784:
–Turbocharging system,
–turbocharger,
–Oil vapour rebreathing circuit,
–OCS - Configured oil service interval.
Computer
SIEMENSSIM32type112-track co mputer controlling the injection a nd ignition. M ultipoint injection in se quential mode.
Connections with the other computers, known as "Intersystem connections":
–ESP (fitted according to the vehicle equipment level).
–Passenger Compartment Control Unit (UCH).
–Gearbox Computer: sequential gearbox or automatic gearbox (if fitted to the vehicle).
–Instrument panel.
–Radio navigation (if fitted to the vehicle).
–Airbag.
–ABS (if fitted to the vehicle).
–Protection and Switching Unit (UPC).
–Air conditioning.
PETROL INJECTION
Fault finding – System operation

17B-13V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Idle speed
The idle speed setpoint is dependent on:
–the coolant temperature,
–the emission control programs,
–air conditioning requirements,
–the position of the gear lever,
–any power-assisted steering operation,
–the passenger compartment heating resistors,
–the oil temperature (engine protection),
–and lastly, the electric power balance (engine speed is increased by a maximum of 160 rpm if the battery voltage
remains below 12.7 V).
Ignition
Advance is calculated for each cylinder, and is limited between - 23˚ to + 72˚, and includes possible corrections due
to pinking.
Anti-pinking correction is the maximum advance value taken from the advance of one of the cylinders. If none of the
cylinders is pinking, this correction is zero.
Richness
For the catalytic converter to operate correctly, adjust around richness 1.
The richness regulation controlled by the upstream sensor which ensures a richness of around 1.
The upstream sensor supplies a voltage according to the image of the average engine richness: the voltage supplied
to the computer represents a Rich-Lean signal.
For the upstream sensor to be operational very rapidly, it is heated. The heating works only when the engine is
running. It is deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
The downstream sensor is also heated. The command does not activate immediately after starting the engine. It is
activated when the engine is running and has reached its operating temperature. The downstream heating sensor is
deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
Torque management
The torque structure is the system for managing engine torque. It is required for certain functions such as the
electronic stability program (ESP), automatic transmission (BVA) or sequential gearbox (BVR).
Each computer (ESP, sequential gearbox, automatic transmission) sends a request for torque via the multiplex
network to the injection computer. This intervenes between the torque requests received and the driver's requests
(made via the pedal or the cruise control/speed limiter function). The result of this intervention is the torque setpoint
to be applied. Using the torque setpoint, the structure calculates the throttle position setpoint, the ignition advance
and if the turbocharging function is present, the turbocharging solenoid valve setpoint.

17B-21V7 MR-413-X44-17B000$050.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
RV* / LV*: Cruise control/Speed Limiter1 - Injection computer 16 - Upstream sensor signal
2 - RV* / LV* buttons 17 - Ignition command
3 - Multiplex network 18 - Bleed canister command
4 - Turbocharger 19 - Fuel pump command
5 - Motorised throttle 20 - Downstream sensor signal
6 - Manifold pressure 21 - ESP computer
7 - Injector command 22 - Rev counter computer
8 - Clutch Pedal 23 - ABS computer
9 - Brake pedal 24 - Instrument panel computer
10 - Accelerator pedal 25 - Sequential gearbox computer
11 - Refrigerant fluid pressure 26 - AIRBAG computer
12 - Air conditioning compressor command 27 - Vehicle speed sensor computer
13 - Engine cooling fan assembly command 28 - Air conditioning computer
14 - Flywheel signal 29 - UCH computer
15 - Pinking signal 30 – Turbocharging pressure
PETROL INJECTION
Fault finding – Functional diagram

17B-22V7 MR-413-X44-17B000$060.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
SYSTEM OPERATION
Composition
The injection system consists of the:
–accelerator potentiometer,
–TDC sensor,
–air temperature sensor,
–inlet manifold pressure sensor,
–+ turbocharging pressure sensor,
–coolant temperature sensor,
–refrigerant pressure sensor,
–upstream oxygen sensor,
–downstream oxygen sensor,
–cruise control switch (fitted according to the vehicle equipment level),
–cruise control on/off switch (fitted according to the vehicle equipment level),
–brake light switch,
–clutch pedal switch,
–fuel vapour absorber,
–injection computer,
–motorised throttle valve,
–four injectors,
–ignition coil,
–pinking sensor.
Additional components on D4FT 780:
–Turbocharging
–Oil vapour rebreathing circuit de-icing system
–OCS - Customised oil change interval
Computer
SIEMENS type "SIM32" 112-track computer controlling the injection and the ignition. Multipoint injection in
sequential mode.
Connections with the other computers, known as "Intersystem connections":
–ESP (fitted depending on vehicle equipment level).
–Passenger Compartment Control Unit (UCH).
–Gearbox Computer: BVR sequential gearbox (if fitted to the vehicle).
–Instrument panel.
–Airbag.
–ABS (if fitted to the vehicle).
–Rev counter instrument.
–Air conditioning.
PETROL INJECTION
Fault finding – Features

17B-25V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Richness
For the catalytic converter to operate correctly, adjust around richness 1.
The richness regulation controlled by the upstream sensor which ensures a richness of around 1.
The upstream sensor supplies a voltage according to the image of the average engine richness: the voltage supplied
to the computer represents a Rich-Lean signal.
For the upstream sensor to be operational very rapidly, it is heated. The heating works only when the engine is
running. It is deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
The downstream sensor is also heated. The command does not activate immediately after starting the engine. It is
activated when the engine is running and has reached its operating temperature. The downstream heating sensor is
deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
Torque management
The torque structure is the system for managing engine torque. The torque structure is required for certain functions
such as the electronic stability program (ESP) or sequential gearbox (BVR).
Each computer (ESP, BVR) sends a request for torque via the multiplex network to the injection computer. This
intervenes between the torque requests received and the driver's requests (made via the pedal or the cruise control/
speed limiter function). The result of this intervention is the torque setpoint to be applied. Using the torque reference
value, the structure calculates the throttle position reference value and the ignition advance and if the turbocharging
function is present, calculates the turbocharging solenoid valve reference value.
Engine coolant temperature management
Engine cooling is performed by one or two fan assemblies (depending on the vehicle equipment). The injection
computer requests the UCH to actuate them via the multiplex network.
To provide cooling when the engine is running, activation of fan assembly 1 is requested if the coolant temperature
exceeds 99˚C and is deactivated when the temperature drops below 96˚C.
Fan unit 2 starts when the coolant temperature exceeds 102˚C and stops when it falls below 99˚C.
With the engine off, only GMV1 may be activated to provide the anti-percolation function (if engine is stopped when
very hot). The anti-percolation function is active with the ignition off for a determined period. During this time, fan
assembly 1 is activated if the coolant temperature exceeds 100˚C and is deactivated when the temperature drops
below 95˚C.
If the engine temperature exceeds the warning threshold of 118˚C, the injection computer directly commands the
coolant temperature warning light to illuminate or requests this action from the instrument panel computer via the
multiplex network, until the coolant temperature drops back below 115˚C.
As well as managing the engine, the injection computer handles cooling requirements for the air conditioning and
sequential gearbox functions.

17B-32V7 MR-413-X44-17B000$080.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Defect modes
Motorised throttle valve
In defect mode, the motorised throttle valve can assume six different statuses.
ET564 Defect mode type 1
This type groups together the faults that prevent the throttle from being controlled.
It causes the throttle control to be stopped: the throttle is in its safe position. By depressing the pedal, it is possible
to modulate the torque by cylinder cut-off and advance in order to keep the vehicle running.
The ESP, cruise control/speed limiter and automatic/sequential gearbox systems change to "defect mode". This
defect mode is always accompanied by the Type 2 defect mode.
ET565 Defect mode type 2
This type groups together the faults preventing the system from controlling the air flow modulation.
The associated defect mode limits engine speed by cutting off the injection (limiting engine speed to 2400 rpm at idle
speed and to 3500 rpm in other gears).
ET566 Defect mode type 3
This type groups together faults allowing you to deduce that the system has lost the accelerator pedal signal, but still
controls the air flow modulation (motorised throttle servo operational). Defect mode is associated with a constant
pedal setpoint for each gear ratio. The vehicle speed can vary by changing gear.
Suggested speeds on a flat road:
–12 mph (20 km/h) max in 1 - st,
–21 mph (35 km/h) max in 2 - nd,
–27 mph (45 km/h) max in 3 - rd,
–39 mph (65 km/h) max in 4 - th,
–below 54 mph (90 km/h) in 5 - th and 6 - th.
ET567 Defect mode type 4
This type covers faults that affect the motorised throttle valve monitoring system, the pedal and the turbocharging
circuit (for D4FT 780) or for faults for which there is a viable safety operating mode for the system.
The associated defect mode is a limitation of the throttle opening according to the engine speed. This results in the
speed being limited to below 66 mph (110 km/h) in 5 - th and 6 - th gear and giving the impression of a "soft"
accelerator pedal.Note:
This defect mode is an effect which occurs due to a fault, but does not necessarily originate from the throttle valve
itself.
PETROL INJECTION
Fault finding – Defect modes

17B-33V7 MR-413-X44-17B000$080.mif
PETROL INJECTION
Fault finding – Defect modes17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
ET568 Defect mode type 5
This type covers faults that affect the atmospheric pressure, the turbo pressure, monitoring of the torque structure
and the turbocharging system (for D4FT 780).
Its effect is to go into pedal feedback mode instead of the permanent torque structure. The ESP and cruise control/
speed limiter systems are deactivated. The sequential gearbox (BVR) enters safe mode. The engine management
no longer accepts requests from the gearbox, and sends torque values by default to the multiplex network.
ET569 Defect mode type 6
This type covers faults affecting control of the wastegate on turbocharged vehicles (for D4FT 780).
Defect mode enables the engine to operate as a naturally aspirated engine. The wastegate is no longer controlled
and opens freely. The vehicle operates without turbocharging: with the loss of the turbocharger effects (brisk engine
performance, acceleration, take-up, etc.); operation as a naturally aspirated engine.
Entry into defect modes type 1 to 5 always leads to compulsory application of type 6 defect mode on turbocharged
versions*.

17B-34V7 MR-413-X44-17B000$080.mif
PETROL INJECTION
Fault finding – Defect modes17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Defect modes (continued)
Type 1Type 2Type 3Type 4Type 5Type 6
DF004: Turbocharging pressure
sensor circuit1.DEF
2.DEF
3.DEF1.DEF
2.DEF
3.DEF
DF011: Sensor supply voltage
no.1CC.1
CC.0CC.1
CC.0
DF012: Sensor supply voltage
no.2CC.1
CC.0CC.1
CC.0
DF038: Computer1.DEF1.DEF1.DEF1.DEF1.DEF
DF046: Battery voltage1.DEF
(
undervoltage)
1.DEF
(undervoltage)
DF054: Turbocharging solenoid
valve control circuit CO/ CC.0
CC.1/1.DEF
DF079: Motorised throttle valve
servo system2.DEF
6.DEF2.DEF
6.DEF3.DEF
4.DEF
DF089: Inlet manifold pressure
sensor circuitCO
CC.1
CC.0
DF095: Throttle potentiometer
circuit gang 1CO CC.1
CC.0
1.DEF
2.DEF
DF096: Throttle potentiometer
circuit gang 2CO
CC.1
CC.0
DF196: Pedal sensor circuit
gang 1CC.1
CC.0CC.1
CC.0
1.DEF
DF198: Pedal sensor circuit
gang 2CC.1
CC.0CC.1
CC.0
DF508: Motorised throttle controlCC.1
CC.0CC.1
CC.0
DF569: Turbocharging circuit1.DEF
2.DEF
3.DEF1.DEF
2.DEF
3.DEF1.DEF
2.DEF
3.DEF

17B-45V7 MR-413-X44-17B000$131.mif
PETROL INJECTION
Fault finding – Interpretation of faults17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Only Vdiag 54.
DF004
PRESENT
OR
STOREDTURBOCHARGING PRESSURE SENSOR CIRCUIT
1.DEF: Voltage outside permitted range of values
2.DEF: Data inconsistency
3.DEF: EOBD
NOTESPriority when dealing with a number of faults:
Deal with fault DF012 Sensor supply voltage no. 2 as a priority if it is present
or stored.
Conditions for applying the fault finding procedure to stored faults:
The fault is declared present after the ignition is switched on or after the engine has
been running at an engine speed above 600 rpm.
Special notes:
–illumination of the OBD warning light,
–Throttle valve defect mode types 5 and 6.
Use the Wiring Diagrams Technical Note for NEW TWINGO, E33, CLIO III,
or MODUS.
Check the cleanliness, condition, and fitting of the turbocharging pressure sensor (component code 1071).
If the connector is faulty and there is a repair method (see Technical Note 6015A, Repairing electrical wiring,
Wiring: Precautions for repair), repair the connector, otherwise replace the wiring.
If the fault is still present, manipulate the wiring harness in order to note a change in fault status (present
→
stored).
Look for possible damage to the wiring harness.
Check the condition of the engine management computer connector (component code 120).
If the connector is faulty and there is a repair method (see Technical Note 6015A, Repairing electrical wiring,
Wiring: Precautions for repair), repair the connector, otherwise replace the wiring.
Check for + 5V on connection 3LQ and for an earth on connection 3LN of the turbocharger pressure sensor,
component code 1071.
If the connection or connections are faulty and there is a repair procedure (see Technical Note 6015A, Electrical
wiring repair, Wiring: Precautions for repair), repair the wiring, otherwise replace it.
Contact the Techline if it is not correct.
SIM32_V54_DF004
AFTER REPAIRDeal with any other faults. Clear the fault memory.
Switch off the ignition, wait 1 minute and carry out a road test followed by a check with
the diagnostic tool.