fuel type RENAULT TWINGO RS 2009 2.G Electrical Equipment - Petrol Injection Workshop Manual

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-11V7 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
Engine immobiliser
The SIM 32 computer manages an engine immobiliser program:
–The Verlog 4 type immobiliser function is managed by the UCH computer and the engine management computer.
Before any customer request, the engine management computer and UCH exchange authentication frames via the
multiplex network to determine whether or not to start the engine.
After more than five consecutive failed authentication attempts, the engine management computer goes into
protection (antiscanning) mode and no longer tries to authenticate the UCH. It only leaves this mode when the
following sequence of operations is carried out:
–the ignition is left on for at least 60 seconds,
–the signal is cut off,
–the injection computer self-supply cuts out when it should (the time varies according to engine temperature).
After this, only one authentication attempt is allowed. If this fails again, repeat the sequence of operations described
above.
If the engine management computer still fails to unlock, contact the Techline.
Impact detected
If an impacthas been stored by the injection computer (ET077 Impactdetected), switch off the ignition for10 seconds,
thenswitch it back on so that the e ngine can b e started. Then clear the faults using commandRZ0 01 Fault memory.
Fuel supply
Fuel is supplied by the fuel pump. It is controlled each time the ignition is switched on, for 1 second, to provide a
certain pressure level in the circuit, and thereby achieve correct engine starting, particularly if the vehicle has not
been used for a long time. When the engine is running, the fuel pump relay is always controlled.
Injection
The injectors are controlled according to several modes. The engine is started in "semi-full group" mode (injectors
1 and 4, then injectors 2 and 3 simultaneously). This is to ensure correct engine starting whether or not it is correctly
phased, then it enters sequential mode.
It can sometimes, though rarely, happen that the engine starts when incorrectly phased. Then, after it has changed
to sequential injection mode and as long as the cylinder 1 recognition program has not taken place, the injectors are
offset by two cylinders: injection occurs in 4-2-1-3 order instead of the expected 1-3-4-2.
Injection timing is continuously calculated. It can be zero in the event of cut-off whilst decelerating or overrevving for
example.
Engine phasing
SIM 32 D4F 764 injection systems are equipped with a delayed continuous inlet camshaft dephaser.
The injection receives the position of the camshaft dephaser given by the camshaft sensor signal.
This position does not recognise whether the camshaft dephaser is in defect mode or not.
There are two types of defect mode associated with the various types of camshaft dephaser faults:

17B-14V7 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
Engine coolant temperature management
1. Conventional type thermostat
Engine cooling is performed by one or two fan assemblies (depending on the vehicle equipment). The injection
computer requests the UPC to actuate them via the multiplex network.
To ensure cooling, with the engine running, fan unit 1 is activated when the coolant temperature exceeds 99ËšC and
stops when it drops below 96ËšC.
Fan assembly 2 starts when the coolant temperature exceeds 102ËšC and stops when it drops below 99ËšC.
With the engine off, only fan assembly 1 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 100ËšC and is deactivated when the
temperature drops below 95ËšC.
If ET672: Engine coolant temperature management has a fault, then the temperature is regulated at 90ËšC.
If a fault on the coolant temperature sensor circuit is detected, fan assembly 1 is activated and remains on all the
time.
If the engine coolant temperature exceeds the warning threshold of 118ËšC, the injection computer directly
commands the coolant temperature warning light to come on or requests this action from the instrument panel
computer via the multiplex network, until the coolant temperature drops back below 115ËšC.
As well as managing the engine, the injection computer centralises cooling requests for the air conditioning,
automatic transmission and sequential gearbox functions.
2. Controlled type thermostat
D4F 764 engines (with a camshaft dephaser solenoid valve) are fitted with a controlled coolant thermostat that
manages the engine at much higher coolant temperatures in order to reduce fuel consumption.
Description of operation
A conventional thermostat fitted with a heating resistor inside the wax core is used. The resistor is controlled by the
engine management computer by opening cycle ratio*.
In nominal operation, high coolant temperatures are managed in the engine in order to:
–reduce friction,
–reduce fuel consumption.
Nevertheless, defect operation mode is used to overcome faults linked to:
–reliability: at high engine speeds and high loads the engine temperature must be below 100ËšC,
–performance: a high temperature increases chattering and reduces torque.
OCR*: Opening Cyclic Ratio.

17B-17V7 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
Summary table of malfunction modes:
Types SpecialEffects on the
engineCustomer complaints
Electrical
faults on
resistor or
wiringThermostat
faults–Open short
circuit
–Short circuit to
+ 12 V0%Coolant temperature
≈ 110ËšC, limited
performance, low
temperature
reference value.Overheating warning light
comes on at each first
opening, high temperature on
instrument panel, fan
assembly 1 activated.
–Short circuit
100%Coolant temperature
≈ 90ËšC, limited
performance, low
temperature
reference value.Normal operation for
customer but performance
limited by 10 to 20%.
Sensor
faults–All
Low
temperature
modeForced low
temperature mode,
with no limited
performance.No visible effect, impact on
fuel consumption with
permanent low
temperature operation.
Thermostat
faults
detectedNominalNo change of mode
when requested.Overheating warning light
lighting on first opening,
display of an additional
square if the mode is
changed.
Non-
electrical
faultsThermostat
faults
detected–Thermostat
stuck in closed
positionAll modesNo cooling, engine
overheating, engine
damage.Instrument panel display,
overheating warning, torque
reduction.
–Thermostat
stuck in open
position
All modesSlow increase in
temperature.Overconsumption of petrol
when cold, unsuitable
passenger compartment
temperature, possible
performance reduction when
cold.

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-23V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Engine immobiliser
The SIM 32 computer manages an engine immobiliser program:
–The Verlog 4 type immobiliser function is managed by the UCH computer and the engine management computer.
Before any customer request, the engine management computer and UCH exchange authentication frames via the
multiplex network to determine whether or not to start the engine.
After more than five consecutive failed authentication attempts, the engine management computer goes into
protection (antiscanning) mode and no longer tries to authenticate the UCH. The engine management computer only
exits this mode if the following sequence of operations is respected:
–the ignition is left on for at least 60 seconds,
–the signal is cut off,
–the injection computer self-feed deactivates when it should (the time varies according to engine coolant
temperature.
Following this sequence of operations, a single authentication attempt is authorised. If this fails again, repeat the
sequence of operations described above.
If the engine management computer still fails to unlock, contact the Techline.
Impact detected
If an impact has been stored by the injection computer (ET077 Impact detected), switch off the ignition for
10 seconds, then switch it back on so that the engine can be started. Then clear the faults using command RZ001
Fault memory.
Fuel supply
Fuel is supplied by the fuel pump. It is controlled each time the ignition is switched on, for 1 second, to provide a
certain pressure level in the circuit, and thereby achieve correct engine starting, particularly if the vehicle has not
been used for a long time. When the engine is running, the fuel pump relay is always controlled.
Injection
The injectors are controlled according to several modes. In particular, the engine is started in semi-full group mode
(injectors 1 and 4, then injectors 2 and 3 simultaneously), to ensure a correct start whether or not it is correctly
phased, then it enters sequential mode.
It can sometimes, though rarely, happen that the engine starts when incorrectly phased.
Then, after it has changed to sequential injection mode and as long as the cylinder 1 recognition program has not
taken place, the injectors are offset by two cylinders: injection occurs in the order 4-2-1-3 instead of the expected
order 1-3-4-2.
Injection timing is continuously calculated. It can be zero in the event of cut-off whilst decelerating or overrevving for
example.

17B-26V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Air conditioning function
The SIM32 computer manages a "Cold Loop" type air conditioning system:
–request for air conditioning by logical link,
–acquisition of pressure in the air conditioning circuit,
–vehicle speed
–air conditioning compressor control,
–fan unit control for the requirements of this function.
The injection computer reconstitutes the power absorbed by the air conditioning compressor and fast idle speed
requests by using the pressure acquired in the air conditioning circuit.
These signals are necessary for adapting the engine management (idling speed regulation, air flow correction, etc.),
for several reasons:
–air conditioning compressor efficiency,
–more engine ruggedness due to torque hesitation caused by the compressor clutching and declutching,
–helping the alternator.
Fan unit 1 and/or 2 requests are reconstituted according to the pressure in the air conditioning circuit and the vehicle
speed. In summary, there are more fan unit requests when the speed is low and the pressure is high.
OCS - Customised Oil Change Interval (does not concern Vdiag 44 and 4C).
This program takes into account the driving style of the user to warn him of the need for an oil service. It counts the
number of revs per minute since the last oil service, corrected by a factor dependent on the oil temperature. When
this number of revs per minute exceeds a certain threshold, the customer is alerted by a message on the instrument
panel informing him that an oil service is required.
After the oil service, the user must reset the oil service interval on the instrument panel.
To find out if the engine concerned uses this programming, consult ET840 Customised Oil Change Interval.
OBD
The OBD programs are as follows:
–catalytic converter fault finding,
–upstream sensor operational fault finding,
–misfire fault finding,
–fuel supply system fault finding.
The misfiring and fuel supply system fault finding is performed continuously. The operational fault finding for the
upstream sensor and the catalytic converter can be only be carried out once per journey, and can never take place
at the same time.

17B-170V7 MR-413-X44-17B000$150.mif
PETROL INJECTION
Fault finding – Status summary table17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Tool statusDiagnostic tool title
ET358High-speed fan unit relay connection
ET405Clutch pedal switch
ET415Deactivation of cruise control/speed limiter
ET556Driver deactivation of the cruise control/speed limiter
ET557Cruise control/speed limiter deactivation by function
ET561Operating mode (Only for Ethanol or E85 vehicle)
ET562Fan assembly request from automatic transmission (except D7F800)
ET564Type 1 defect mode
ET565Type 2 defect mode
ET566Type 3 defect mode
ET567Type 4 defect mode
ET568Type 5 defect mode
ET569Defect mode type 6
ET578Petrol fuel circuit fault finding
ET603Air conditioning compressor relay control circuit
ET671Alcohol level programming (Only for Ethanol or E85 vehicle)
ET672Engine coolant temperature management (Only for Vdiag 4C)
ET673Jammed accelerator pedal detected
ET674Refrigerant pressure
ET703Cruise control/speed limiter buttons
ET704Brakecontact No 1
ET705Brakecontact No 2
ET840 Customised Oil Change Interval (except Vdiag 44 and 4C)

17B-347V7 MR-413-X44-17B000$220.mif
PETROL INJECTION
Fault finding – Tests17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
TEST 1 Petrol conformity check
WARNING
During this operation, it is essential to:
–refrain from smoking or bringing incandescent objects close to the work area,
–protect yourself against fuel splashes due to residual pressure in the pipes,
–wear safety goggles with side guards,
–wear leaktight gloves (Nitrile type).
IMPORTANT
–To avoid any corrosion or damage, protect the areas on which fuel is likely to run.
–To prevent impurities from entering the circuit, place protective plugs on all fuel circuit components
exposed to the open air.
Remove 1 l of fuel at the fuel filter outlet, in the engine compartment (see MR 385 (Modus), MR 392 (Clio III),
MR 411 (New Twingo), or MR 442 (E33), Mechanical, 19C, Tank, Fuel tank: Draining), using a pneumatic
transfer pump (part no. 634-200) and place it in 1300 ml plastic cup (part no. 77 11 171 413).
Close the plastic cup with its cover (part no. 77 11 171 416) and let the fuel rest for approximately 2 minutes.
This type of plastic cup is used to prepare paint.
Is the fuel cloudy or does it
separate into two parts?Water is present in the petrol; the fuel is not correct.
Drain the fuel circuit, including the tank (see MR 385 (Modus),
MR 392 (Clio III), MR 411 (New Twingo), or MR 442 (E33),
Mechanical, 19C Tank, Fuel tank: Draining).
Visually compare the fuel removed with the correct petrol.
Are the samples identical?
YES
NO
YES
A
NO
B
SIM32_V44_TEST1/SIM32_V4C_TEST1/SIM32_V50_TEST1/SIM32_V54_TEST1