heating RENAULT TWINGO RS 2009 2.G Engine Diesel Injection Workshop Manual

13B-11V6 MR-413-X44-13B000$030.mif
DIESEL INJECTION
Fault finding – List and location of components13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
Refrigerant pressure sensor:
This sensor is located on the coolant circuit.
Engine coolant temperature sensor:
This sensor is located on the cylinder head near the engine water chamber.
Accelerometer:
This sensor is located on the cylinder block.
Passenger compartment heating resistor relay:
These relays are located in the engine compartment relay unit.
Air conditioning compressor relays:
These relays are located in the engine compartment relay unit.
Fan unit relay:
These relays are located in the engine compartment relay unit.

13B-14V6 MR-413-X44-13B000$040.mif
DIESEL INJECTION
Fault finding – Function13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
Rail pressure check
The quality of combustion is influenced by the size of the atomised droplets in the cylinder.
In the combustion chamber, smaller fuel droplets will have time to burn fully, and will not produce smoke or unburned
particles. To meet emission control requirements, the droplet size must be reduced and therefore the injection holes
must be smaller.
With smaller holes, less fuel will be able to be introduced at a given pressure, which limits the power. To offset this
disadvantage, the quantity of fuel injected must be increased, which means increased pressure (and more holes in
the injector nozzles). In the Delphi Common Rail injection system, the pressure in the rail can reach 1600 bar
and must be constantly controlled. The measuring circuit comprises an active pressure sensor on the rail connected
to an analogue port on the computer.
The High Pressure pump is supplied at low pressure (5 bar) by a built-in transfer pump. This pump supplies the rail.
The rail filling pressure is controlled by the filling valve (IMV) and the discharge pressure is controlled by the injector
valves. This compensates for pressure drops. The filling actuator enables the high pressure pump to supply
the exact quantity of diesel fuel required to maintain the rail pressure. This mechanism minimises the heat generated
and improves engine output.
In order to discharge the rail using the injector valves, the valves are actuated by short electrical pulses which are:
–short enough not to open the injector (fuel passes through the return circuit from the injectors),
–long enough to open the valves and discharge the rail.
The fuel surplus is sent back to the fuel filter or the tank, according to its flow. If there is no IMV* control, the rail
pressure is limited by a discharge valve on the pump.
IMV*: Filling actuator.
Idling speed regulation
The computer handles the calculation of idling speed. This has to take account of the instantaneous power level to
be supplied, according to the following factors:
–engine coolant temperature,
–gear ratio engaged,
–battery charge,
–electrical consumers (Additional heating, Air conditioning, Fan assembly, heated windscreen, etc.) active
or inactive,
–system faults detected.
Individual injector correction (C2I)
The DCM1.2 system injectors must be calibrated with corrective values so that their flow may be adjusted precisely.
Each injector is calibrated for different pressures on a test bench, and its specifications are shown on a label
attached to the body of the injector holders. These individual correction values are then entered into the computer
memory, which can control the injectors, taking their manufacturing variations into account.

13B-17V6 MR-413-X44-13B000$040.mif
DIESEL INJECTION
Fault finding – Function13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
Function: Hosted functions
Air conditioning management assistance
On models with air conditioning, the DCM1.2 system allows the air conditioning to be deactivated under certain
operating conditions:
–when requested by the driver,
–when starting the engine,
–if the engine overheats (in order to reduce the power the engine has to supply),
–when the engine speed is kept at a very high level (to protect the compressor),
–during transition phases (e.g. high acceleration demand for overtaking, anti-stalling and moving off). These
conditions are only taken into account if they do not occur repeatedly, so as to prevent system instabilities
(erratic deactivation),
–when certain faults appear.
Cold loop air conditioning management
The air conditioning is the cold loop type and its management shared between several computers. The injection
computer is responsible for:
–managing demand for cold air according to the passenger compartment commands and the pressure value,
–determining the power absorbed by the compressor from the pressure,
–determining the fan unit commands according to vehicle speed and pressure.
The driver requests the instrument panel to switch on the air conditioning. The signal is sent to the injection computer
via the multiplex line network. The cold air request is authorised or denied depending on the pressure measured. If
this pressure is outside the operating limits, the cold loop program is not activated.
Thermal regulation of the passenger compartment heating circuit
In a direct injection engine, fuel is injected directly into the combustion chamber. This leads to heat being lost
through the upper part of the engine and consequently, the cylinder head cooling system is smaller in size.
The effect of this is that the temperature of the coolant which flows through this circuit rises more slowly. This coolant
is also used by the passenger compartment heating system. In very cold conditions, it is therefore difficult to achieve
a comfortable passenger compartment temperature quickly.
To reduce the time taken to produce heat, air heating elements, called passenger compartment heating resistors,
are fitted in the passenger compartment heating circuit. The UCH decides whether or not to switch on the passenger
compartment heating resistors, and the UPC or the injection physically controls the heating elements. The injection
computer determines whether to reduce the power supplied to the passenger compartment heating resistors
according to the alternator load and also whether to inhibit the operation of the passenger compartment heating
resistors according to the engine speed, the load, and the vehicle speed.Note:
Fan unit actuation requests can be sent by the injection computer, but these are sent via the multiplex line. These
requests depend on the air conditioning, but also on the engine coolant temperature and vehicle speed.

13B-19V6 MR-413-X44-13B000$040.mif
DIESEL INJECTION
Fault finding – Function13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
Instrument panel display
The computer manages the data display on the instrument panel relating to engine operation. This covers five
functions: the OBD warning light for European On Board Diagnostics (EOBD), pre-postheating, coolant temperature,
and Level 1 (non critical fault) and Level 2 (emergency stop) engine faults. These five functions are represented by
five warning lights or messages displayed by the trip computer.
Pre-postheating warning light
This warning light indicates that preheating is active.
Engine coolant temperature warning light
This warning light is used as an engine overheating indicator.
–In the event of overheating, it is up to the driver whether to stop the vehicle or continue driving.
OBD warning light
The OBD fault warning light is used to warn the driver of the presence of injection faults producing excessive
pollution or that the EOBD system is deactivated.
The injection computer requests illumination of the OBD warning light for a present fault only after three consecutive
driving cycles.
The visual check of the warning light when the power is switched on (automatic test procedure managed by
the instrument panel) is carried out by the injection computer. It lasts 3 seconds or until the engine starts for
the New Twingo and Kangoo 2.
If a confirmed OBD fault causes the OBD warning light to come on, there should be no flashing after the warning
light illumination test. The instrument panel will also display the message: Check emission control.
The gearbox computer, if fitted, may also request the illumination of this warning light.
Level 1 warning
If there is a minor fault, the computer may request a level 1 warning to be displayed. Usually, the instrument panel
switches on the SERVICE warning light and sends out a "Check the injection" message. Refer to the operation of the
instrument panel (see 83A, instrument panel). Note:
This warning light comes on only if the vehicle is EOBD approved.
Note:
The SERVICE warning light will come on if the instrument panel is configured as cruise control - speed
limiter present, but the function has not yet been detected by the injection computer.

13B-22V6 MR-413-X44-13B000$050.mif
DIESEL INJECTION
Fault finding – Role of components13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
Air temperature sensor:
The air temperature sensor informs the computer about the temperature of air used by the engine. It will calculate
the fresh air flow if the flow sensor is not fitted to the vehicle.
Atmospheric pressure sensor:
This sensor allows the atmospheric pressure to be supplied to the computer.
Inlet manifold pressure sensor:
This sensor indicates the pressure in the inlet circuit.
Rail pressure sensor:
This sensor is fitted to the rail and shows the pressure inside the rail.
Fuel temperature sensor:
This sensor measures the fuel return temperature from the pump and injector return.
Accelerometer:
This sensor measures vibrations and allows injector deviation compensation terms to be calculated.
Passenger compartment heating resistor relay:
This relay allows the passenger compartment heating resistors to be controlled during their activation.
Air conditioning compressor relays:
This relay allows the air conditioning compressor clutch to be controlled during its activation.
Fan unit relay:
This relay actuates the motor-driven fan assemblies when a temperature threshold has been exceeded.

13B-27V6 MR-413-X44-13B000$080.mif
13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
Tool faultDTC codeDiagnostic tool title
DF0010115 Coolant temperature sensor circuit
DF0020070 Air temperature sensor circuit
DF0032226 Atmospheric pressure sensor circuit
DF0050335 Engine speed sensor circuit
DF0070190 Rail pressure sensor circuit
DF0080225 Pedal potentiometer circuit gang 1
DF0092120 Pedal potentiometer circuit gang 2
DF0100409 EGR position sensor circuit
DF0140500 Vehicle speed information circuit
DF0150685 Main relay control circuit
DF0160403 EGR control circuit
DF0170382 Preheating unit control circuit
DF0180480 Low-speed fan unit control circuit
DF0190481 High-speed fan unit control circuit
DF0240231 Low pressure actuator control circuit
DF0250380 Pre-postheating unit diagnostic line
DF0260201 Cylinder 1 injector control circuit
DF0270202 Cylinder 2 injector control circuit
DF0280203 Cylinder 3 injector control circuit
DF0290204 Cylinder 4 injector control circuit
DF0321641 Thermoplunger 1 relay control circuit
DF0331642 Thermoplunger 2 relay control circuit
DF0341643 Thermoplunger 3 relay control circuit
DF0370513 Engine immobiliser
DF0380606 Computer
DF0390110 Inlet air temperature sensor circuit
DF0470560 Computer feed voltage
DF0490530 Refrigerant sensor circuit
DF0500571 Brake switch circuit
DF0510575 Cruise control/speed limiter function
DF0520200 Injector control circuit
DIESEL INJECTION
Fault finding – Fault summary table

13B-29
AFTER REPAIRDeal with any faults displayed by the diagnostic tool.
Clear the computer fault memory.
Carry out a road test followed by another check with the diagnostic tool.
V6 MR-413-X44-13B000$090.mif
13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
DF001
PRESENT
OR STOREDCOOLANT TEMPERATURE SENSOR CIRCUITCO.1: Open circuit or short circuit to +12 V
CC.0: Short circuit to earth
NOTESSpecial notes:
If fault DF001 is present, the preheating time is greater than 10 seconds and the engine
fan switches on at low speed (Fan assembly 1). If there is a fault on Fan assembly 1,
then on vehicles fitted with air conditioning, Fan assembly 2 switches on.
See the Technical Note Wiring Diagrams for the vehicle.
Check the connection and condition of the coolant temperature sensor connector, component code 244.
Check the connection and condition of connector B (brown 48-track) of the injection computer, component
code 120.
If the connector(s) is faulty and if there is a repair procedure (see Technical Note 6015A, Repairing electrical
wiring, Wiring: Precautions for repair), repair the connector, otherwise replace the wiring.
Measure the resistance of component 244 between connections 3JK and 3C.
If the resistance of the coolant temperature sensor is not:
at –40
°C: 68780 ΩΩ Ω Ω
< X < 82780 ΩΩ Ω Ω

at –10
°C: 11332 ΩΩ Ω Ω
< X < 13588 ΩΩ Ω Ω

at 25
°C: 2140 ΩΩ Ω Ω
< X < 2364 ΩΩ Ω Ω

at 50
°C: 772 ΩΩ Ω Ω
< X < 850 ΩΩ Ω Ω

at 80
°C: 275 ΩΩ Ω Ω
< X < 291 ΩΩ Ω Ω

at 110
°C: 112 ΩΩ Ω Ω
< X < 118 ΩΩ Ω Ω

at 120
°C: 86 ΩΩ Ω Ω
< X < 90 ΩΩ Ω Ω
,
replace the coolant temperature sensor, component code 244 (see MR 364 (Mégane II), MR 370 (Scénic II),
MR 385 (Modus), MR 392 (Clio III), MR 411 (New Twingo), MR 417 (Kangoo 2) Mechanical, 19A, Cooling,
Coolant temperature sensor: Removal - Refitting).
Check the insulation and continuity of the following connections:
–3JK between components 120 and 244,
–3C between components 120 and 244.
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 the wiring.
If the fault is still present, replace the coolant temperature sensor, component code 244 (see MR 364 (Mégane II),
MR 370 (Scénic II), MR 385 (Modus), MR 392 (Clio III), MR 411 (New Twingo), MR 417 (Kangoo 2) Mechanical,
19A, Cooling, Coolant temperature sensor: Removal - Refitting).
If the fault is still present, contact the Techline.
DCM1.2_V48_DF001/DCM1.2_V4C_DF001/DCM1.2_V50_DF001/DCM1.2_V54_DF001/DCM1.2_V58_DF001/DCM1.2_V5C_DF001
DIESEL INJECTION
Fault finding – Interpretation of faults

13B-47
AFTER REPAIRDeal with any faults displayed by the diagnostic tool.
Clear the computer fault memory.
Carry out a road test followed by another check with the diagnostic tool.
V6 MR-413-X44-13B000$090.mif
DIESEL INJECTION
Fault finding – Interpretation of faults13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
DF016
PRESENT
OR STOREDEGR VALVE CONTROL CIRCUITCC.0: Short circuit to earth
CC.1: Short circuit to +12 volts
1.DEF: Detection of overheating
CO.0: Open circuit or short circuit to earth
CO.1: Open circuit or short circuit to +12 V
CO: Open circuit
NOTESConditions for applying fault finding procedures to stored faults:
The fault is present with the engine idling.
Special notes:
If fault DF016 is present: unstable engine speed and even stalling.
Starting difficult or even impossible when cold.
See the Technical Note Wiring Diagrams for the vehicle.
K9K 724, 740, 766, 768, 800, 802, and 812 ENGINES (Euro 4):
Check the connection and condition of the exhaust gas recirculation valve connector, component code 1460.
Check the connection and condition of connector B (brown 48-track) of the injection computer, component
code 120.
If the connector(s) is faulty and if there is a repair procedure (see Technical Note 6015A, Repairing electrical
wiring, Wiring: Precautions for repair), repair the connector, otherwise replace the wiring.
Check the insulation and continuity of the following connections:
–3VP between components 1460 and 120,
–3VQ between components 1460 and 120.
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 the wiring.
Check for the supply 13 V < X < 14 V (with the engine running), 11.5 V < X < 12.5 V (with the ignition on
and the engine stopped) on connection 3VP of component 1460.
Check for earth on connection 3VQ of component 1460.
DCM1.2_V48_DF016/DCM1.2_V4C_DF016/DCM1.2_V50_DF016/DCM1.2_V54_DF016/DCM1.2_V58_DF016/DCM1.2_V5C_DF016

13B-50
AFTER REPAIRDeal with any faults displayed by the diagnostic tool.
Clear the computer fault memory.
Carry out a road test followed by another check with the diagnostic tool.
V6 MR-413-X44-13B000$090.mif
DIESEL INJECTION
Fault finding – Interpretation of faults13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 48, 4C, 50,
54, 58, 5C
DF017
PRESENT
OR STOREDPREHEATING UNIT CONTROL CIRCUITC0.0: Open circuit or short circuit to earth
CC.1: Short circuit to +12 volts
NOTESSpecial notes:
If fault DF017 is present: starting is difficult (even impossible when cold). If CC.1:
heater plugs are permanently switched on with risk of engine damage or even failure.
See the Technical Note Wiring Diagrams for the vehicle.
Check the connection and condition of the preheating unit connector, component code 257 or 980.
Check the connection and condition of connector C (grey 32-track) of the injection computer, component
code 120.
If the connector(s) is faulty and if there is a repair procedure (see Technical Note 6015A, Repairing electrical
wiring, Wiring: Precautions for repair), repair the connector, otherwise replace the wiring.
Check the insulation and continuity of the following connections:
–BP35 between components 777 (or 597 for New Twingo) and 257 (or 980),
–3FY between connections 257 (or 980) and 120,
–3FF between components 257 (or 980) and 120.
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 the wiring.
DCM1.2_V48_DF017/DCM1.2_V4C_DF017/DCM1.2_V50_DF017/DCM1.2_V54_DF017/DCM1.2_V58_DF017/DCM1.2_V5C_DF017

13B-52V6 MR-413-X44-13B000$090.mif
DIESEL INJECTION
Fault finding – Interpretation of faults13B
DCM 1.2 Injection
Program No.: 4D
Vdiag No.: 50, 58
DF019
PRESENT
OR STOREDHIGH SPEED FAN ASSEMBLY CONTROL CIRCUITCC.1: Short circuit to +12 volts
CO.0: Open circuit or short circuit to earth
NOTESConditions for applying the fault finding procedure to stored faults:
The fault reappears after:
–the ignition is switched on,
–clearing the fault from the memory,
–relay actuated using command AC153 High speed fan assembly.
Special notes:
–the level 1 warning light is illuminated,
–risk of overheating and air conditioning cut-off.
–Use bornier Elé. 1681 for all operations on the connector of the engine management
computer.
–See the Technical Note Wiring Diagrams for the vehicle.
Check the connections of the high-speed fan assembly relay mounting, component code 234.
Check the connections of the engine management computer, component code 120.
If the connector(s) are faulty and if there is a repair procedure (see Technical Note 6015A, Repairing electrical
wiring, Wiring: Precautions for repair) repair the connector(s), otherwise replace the wiring.
Run command AC153 High speed fan assembly.
If the command does not work, with the ignition on, check for + 12 V on connection 3FB of component 234
and the earth of connection 3JP of component 234.
Remove the high speed relay and check the continuity of the following connections:
–3FB between components 238 and 234,
–3JP between components 120 and 234.
If the fault is still present, check the relay and replace it if necessary.
If the fault is still present, contact the Techline.
AFTER REPAIRDeal with any faults displayed by the diagnostic tool.
Clear the computer fault memory.
Carry out a road test followed by another check with the diagnostic tool.
DCM1.2_V50_DF019/DCM1.2_V58_DF019