fuel pump Citroen CX 1981 1.G Workshop Manual

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number
VIA. 000
VIA. 00
VIA. 00-600
vlA. 00-655
VIA. 01
WA. 02
MA. 03
MA. 100-00
MA. 112-O
MA. 120-O
MA. 142-000
MA. 142-00
MA. 142-00 a
MA. 142-00 b
MA. 142-00 SI
MA. 142-O
MA. 142-O SD
MA. 144-00
MA. 144-O
MA. 173-O
MA. 210-00
MA. 210-00 a
MA. 210-O
MA. 210-O a
MA. 220-O
MA. 221-O
MA. 230-00
MA. 230-O
MA. 236-O
MA. 312-00
MA. 314-O
MA. 320-00
MA. 320-O LIST OF OPERATIONS
IN MANUAL 818-l
cc CX Petrol )) uehicles
DESCRIPTION GENERAL
General characteristics
Jacking and towing points
Exterior and interior dimensions
Fitting the rubbing rails
Protection of the electrical units
Working on the hydraulic system : fitting precautions
Recommended materials ENGINE - CA,RBURATlON - IGNITION - COOLING
+O 2
Characteristics and special features of the engine (M 20/616, M 22/ 617,
M 23/623 and M 23/622 )
Checking and adjusting the valve operation :
- Adjusting the rocker clearance
Checking the engine timing
General features of the carburation
Characteristics and special features of the carburettor (M 20/616 engine )
Characteristics and special features of the carburettor ( M 22/617 engine )
Characteristics and special features of the carburettor ( M 23/ 623 engine )
Characteristics and special features of the anti-pollution system
I SWEDISH Jlurket r,c~kicles )
Adjusting the carburettor - adjusting the idling speed
Checking and adjusting the anti-pollution system
(SIVI:‘DfSH Mdrkct rvhicles J
Characteristics and special features of the electronic fuel injection system
(L.~etKJnic )
Checking and adjusting the electronic fuel injection system (1..Jetrolzic)
Checking the petrol feed system
- Petrol pump, and petrol filter
Characteristics and special features of the ignition system
Characteristics and special features of the electronic ignition system
Checking and adjusting the ignition
Checkinq and adjusting the electronic ignition
Checking the oil pressure (on
the rvhicle )
Filling and adjusting the pneumatic oil gauge
Characteristics and special features of the cooling system
Working on the cooling system
Aligning the pulleys CLUTCH - TORQUE CONVERTER
*O 3
Characteristics and special features of the pedal-operated clutch
Checking and adjusting the pedal-operated clutch control
- Checking the clutch clearance
Characteristics and special features of the torque converter
- Characteristics
- Operating diagram of the torque converter
Checking and adjusting the gap of the contacts controlling the electro-valve
- Checking the pressure in the converter oil-feed system

Downloaded from www.Manualslib.com manuals search engine I. CHARACTERISTICS
:
0
u
5 Cooling system : Water cooled.
z
T cx 2000 cx 2200 CX 2400 and Prestige
CX 2400 GTI
- Type ( on engine p’late ) : _..._................... M 20/616 M 22/617 M 23/ 623
M 23/622
Cubic capacity : . . .._......_...............
1985 cc 2175 cc 2350 cc 2350 cc
Transversely mounted, inclined
300 towards the front
Number of cylinders : _........................... 4 (iI/ linr, J 4 Iin linr,)
4 (irr /iUP J 4 f in lin i’ ,
Bore : 86 mm 90 mm 93.5 mm 93.5 mm
- Stroke : .,.,,_,.,.,....____.,.. .._._.....................
85.5 mm 85.5 mm 85.5 mm
85.5 mm
Compression ratio :
9/I 9/l 8.7511 8.7511
Maximum power ( DIN ) : . . . .._................... 102 bhp at 5500 rpm 112 bhp at 5500 rpm 115 bhp ot 5500 rpm
128 bhp at 4800 rpm
Maximum torque (DIN)
: . . 15.5 m.kg (112 ft.Ib ) 17 m.kq (123 ft.Ib) 18.2 m.kg ( 132 ft.Ib)
20.1 mkq (145 ft.Ib)
at 3000 rpm at 3500 rpm at 3000 rpm
at 3600 rpm
Maximum engine rpm in 4th gear :
* 13/62 final drive rtrtio :
5600 rpm 5800 rpm 5900 rpm
*14/61 final drive ratio ( -1 1’175 J 4600 rpm
Maximum engine rpm in 5th gear
(
13,‘62 final drive ratio ) : ,._............,..,........,....,.,........,..,.,..... .._.........,................ .._..._...................
5600 rpm
* NOTE : For CX 2200 and CX 2400 vehicles fitted with a torque converter, the maximum rpm in 3rd gear is 5600 rpm.
: Lubrification :
i
Under pressure, supplied by o gear-type oil-pump driven by the camshaft.
2
External oil filter cartridge ( PURFLUX, LS 105 type ).
d
z
;
i Fuel supply :
a
i a) Engines fitted u~ifh a rnrbuwffor
WEBER compound-type twin choke carburettor (s.ee Operations MA. 142-00, 142-00 a, 142-00 b far the type, and the identification marks )
Dry-type air filter, with filter cartridge.
Mechanical fuel pump, driven by on eccentric on the camshaft.
b) i?ugi,jes ji/f.rd II ith /LIP/ iniPr/ioo :
BOSCH L-Jetronic electronic fuel injection system
Grade of pet,ol to be used : > ._,,,,.,_.._,,,,,.,......... . .._...o....._............................................. K.
99 Orrani ralrrig (FRANCE : Super grade ) (U.K. : 4-star )
Ignition :
Distributor ( DUCELLIER or MARELLI ) driven by the camshaft.
NOTE : The M 23/622 engine with fuel injection is fitted with (I DUCELLIER distributor with a magnetic sensor, and an u AC-DELCO /a electronic module.
- Spark pluqs : .................................................................................................................................... shorf warh
Firing o&r : .................................................................................................................................... 1 - 3 - 4 - 2 f tbu cylinders ale INR&Cd 011 the roc6w COI rr,
Timing :
Side mounted camshaft located in crankcase.

Downloaded from www.Manualslib.com manuals search engine ADJUSTMENTS
DESCRIPTION
1st choke
2nd choke MAIN ADJUSTMENT
Venturi bores
...................................................................................
d 23
27
Main jets ................. ...........................
... ................. ... ....... ...............
cl5 115 130
Air correction jets ..............................................................
d 225 190
Emulsion tubes
...............................................................
......
N’ F 21
F 25 IDLING SPEED CONTROLS
Petrol jets
.......................................................................................
d
50 50
Air jets .....................................................................................
(3
100 70
Anti-spill hole ............... ..............................................
....... ........
d 100
Leakage rate past the butterfly under a pressure of 450 mm of mercury
kg; h 2
$2 PROGRESSIVENESS
Staggered holes 3
2 ...............................................................................
u By-pass )) jets (
/irst stnrtiug /row the ho ttott/ J
100 ............................ 1 / 100 cb 80
( SC~COII~ slnrlirrg I.0Nf the bottom )
...................... l/ 1OOd 110 100
( third stnrfiug [row the bottov~ )
........................... l/100($
100 ACCELERATION PUMP
Pump control cam N”
14 850 094 14 850 094 ...............................................................................
Injector ( upper non-weighted type ) ............................................
d 45
Volume of pump - total
cm3 120 -t 0.2
.......................................................................
- partial ( /or r(‘/vre)~Co /~IIr/wS(‘S ) ................... ...........
cm3 0.5 0.7
Outlet tube
200 ................................................. ....... ...........
............... ... d COLD START DEVICE
Return spring for the anti-flooding membrane; 550 g” or 850 g*‘i;
Pressure calibrator for membrane control ...........................................
(1, 40
Return
spring for the clutch flap
180 g ...............................................
Ni 47 600 140
Positive opening’of butterfly under operation of coldstart device
.... d 1.25 2 0.05
Cam for cold-start device
N” 45 200 051
..............................................................
Opening of strangler flap (mensllrcd dt the loIc,cr c,dgc’ ur/dcJT 0 /lI’(‘.sSlI)‘C * 3.5 i 0.25
() j 4(j(J tr ,),, (J ,,, (Jr(-[,q Pin (b
““4 -t 0.25
..... ... .....................................................
... ...... IDLING SPEED CUT-OUT
Electrically operated NG 43840013 ............................................................................. GENERAL FUEL SUPPLY
Float needle
d 1.35
..................................................................................
Two plastic floats 13 F 0.5 ...................................
............... .............................
g.
7 t 0.25
Pre-adjustment setting with float and gasket ...............................
....... mm
Calibration of fuel return to tank .................................
......................... mm 0.8 to 0.9
1
*
W 74-00 only
* + W 69-50 and W 74-50 .

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OPERATION No MA.IE. 144-00 : Chtiractcristics o/ the e 1,-Jc,tror,ic H clcctroltic
fire1 injc ctiwt systettt.
((L-JETRONIC,,
The H L-Jetronic 1) system is’an intermittent low-pressure injection system which injects petrol into the inlet
manifold.
The system measures the quantity of air drawn in by the engine. which is the main parameter for calculating
the amount of fuel. to be injected. The metering of the fuel is carried out by electro-magnetically triggered
injectors. These are under constant fuel pressure. The quantity of fuel injected is proportional to the duration
of injection. which in turn is optimally determined for any given engin& operating condition by an electronic
control unit ( E.C.U. ) from information supplied by several electric sensors.
One of the principal contributions of the H L-Jetronic H system is the reduction in the level of pollution of the
exhaust emissions.
The (( L-Jetronic v system is made up of the following components :
1
: Electric fuel pump
2 : Fuel filter
3 : Thermal switch
4 :, Double relay
5 : Electronic control unit ( E.C.U. )
6 : Supplementary air control
7 : Pressure regulator
8 : Injectors
9 : Cold-start injector
10. Idling speed adjustment screw
11 : Air-flow sensor ( with incorporated air temperature sensor )
12 : Switch on throttle butterfly spindle
13 : Additional resistors for the injectors (8)

Downloaded from www.Manualslib.com manuals search engine 6
OPERATION No MA.IE. 144 - 00 : Churacteristics o/ the H L-Jetronic )) electronic
/uel injectian .system. FUEL CIRCUIT
A multiple roller-valve pump ( 2 ) draws the fuel from tank ( 1) and provides the injection pressure,
A filter (4) is fitted to the system.
In the fuel return pipe, the pressure regulator ( 3) maintains, under fuel load! a relative constant fuel pressure of
2 bars ( 29 ‘psi ).
The pressure regulator is connected to the intake manifold by a flexible pipe0 This allows the difference of
pressure betw.een the fuel and the inlet manifold to remain constant.Thus the necessary quantity of fuel delivered
by the injectors ( 5) depends exclusively on its duration of opening.

Downloaded from www.Manualslib.com manuals search engine 10 OPERATION No MA.IE. 144-00 : Characteristics o/ the K L=Jetronic )) electronic
/uel iujectian system. AIR-FLOW SENSOR ( 1) :
The role of the air-flow sensor is to supply the E.C.U. with a signal proportional in voltage to the quantity of air
drawn in.
With the engine running, the sensor flap is maintained at an angular position determined by the intensity of the-air- ,
flow, against the resistive action of a spiral spring. The resistance to deflection of the sensor flap, produced by the
spiral spring, is calculated so as to compensate for any mechanical friction ( bearings, bushes ) and to limit the
pressure drop at the flap.
The movement of the sensor flap is damped by a blade rigidly attached to it. This damping blade rotates inside a
housing in which it is a close fit. The operating clearance determines the degree of damping. The use of a damping
blade cancels the effects on the angular position of the sensor flap of pressure variation’s in the inlet collector.
A potentiometer, actuated by the sensor flap spindle, transforms movement of the sensor flap into an electrical circuit which is transtiitted to the E.C.U.. The voltage of the electrical ‘current is inversely proportional to the
amount of air drawn-in.
In order to cancel the effects of any combustion taking place in the inlet manifold, a one-way valve is incorporated in the sensor flap.
Thanks to a by-pass channel, a small quantity of the air drawn ,in by-passes the sensor flap. This offers the possibility
of determining the air/lfuel mixture at idling speed by’varying the diameter of the by-pass channel, since the air going
through the by-pass is not measured. The switch for the pump ( engine running ) and the air temperature sensor are
located in the air-flow sensor.

Downloaded from www.Manualslib.com manuals search engine ELECTRIC PETROL PUMP
The petrol pump is of the multi roller-vane type, driven by an electric motor which is energized as long as the
ignition is switched on. The rotor, which is fitted eccentrically in the pump housing, has metal roller vanes in
grooves around t.he periphery which, when they are forced outwards under the action of the centrifugal force, ensure
the system-is sealed.
Fuel is drawn into the cavities which,appear in between the roller-vanes, and is then forced into the injection
piping.
The electric motor is submerged’ in fuel. However, there .is no fire risk, since there is never any combustible
mixture in the pump housing. The pump supplies more fuel than the engine consumes under full load, so that
there is always sufficient pressure in the fuel system, whatever the engine speed. Excess fuel flows back to
the tank.
Once the ignition is on, the pump operates at the same time as the starter motor. Once the engine is running, the
airflow sensor energizes the pump.
Thanks to this type of.system, if an injector is faulty ( leaks ) the cylinder in question cannot be flooded if one
has ommitted to switch the ignition off. PETROL FILTER (1) :
A fuel filter, fitted between the pump and the injectors, prevents any impurities from reaching the injectors. PETROL PRESSURE REGULATOR ( 2 ) :
The fuel pressure is maintained constant by the pressure regulator. It comprises a metal housing
is a diaphragm., One side of the dipphragm.is subjected to the fuel under pressure, and the other 2
to the action of a calibrated spring. inside which
side is subjected
When the fuel pressure is in excess of 2 bars ( 29 psi ), the diaphragm lifts and allows fuel to flow back to the
tank.
The pressure provided by the regulator is pre-adjusted at the factory. The chamber on the side of the spring is
connected via a flexible pipe to the inlet manifold. Therefore, the difference between the pressure in the inlet
manifold and that of the fuel is maintained constant.
For any engine load, the drop in pressure at the injectors is therefore the same.

Downloaded from www.Manualslib.com manuals search engine Ill. CHECKING AND ADJUSTING
1
. Energizing the system ..................................................................................................................
2. ,Fuel pump feed ( on operating the starter ) .............................................................................
3. Fuel pump feed ( with engine running ) ...................................................................................
4. Supplementary air control ...........................................................................................................
5. Air-flow sensor ............................................................................................................................
6. Resistors and injectors ................................................................................................... . ........
7. Water temperature sensor ............................................................................................................ .
Dingram 7
8. Air temperature sensor ...............................................................................................................
9. Cold-start injector, and thermal switch ...................................................................................
10. Switch on throttle butterfly spindle ( idling speed function ) ............................................ 11
Switch on throttle butterfly spindle ( maximum power function ) ...................................... 12.
E.C.U: ......................................................................... ..~ ............................................................... . . Diagram 1 I ANNEXE : A
: Checking the ignition .................................................................................. Page 25 B
: Checking the air circuit ................................................................................ Page 26
C : Checking the fuel system and the fuel pressure ........................................... Page 27 D
: Adjusting the idling speed and the exhaust emission .............................. Page 28 NOTE
: On the wiring harness for the injectors, the numbers of the terminals on the E.C.U. terminal board are
visible on the rear section. after having withdrawn the casing secured by the end screw.

Downloaded from www.Manualslib.com manuals search engine 1. Energizing the system : ( DIAGRAM 1 )
_ Disconnect the E.C U
- Switch the ignition on
Using a voltmeter. ensure that each point in
dingrm 1 is effectively energised. after having tested the
earthing. If not, switch off the ignition. and test the circuit using a battery operated ohmmeter. With the
voltmeter connected between terminals ( 1 ) and ( 5) of the E. C.U., operate the starter the voltmeter must
register the ignition impulses If it does not. check the ignition
( ANNEXE A ).
2. Fuel pump feed ( on operating the starter ) ( DIAGRAM 2 )
- Disconnect the E C.U.
- Switch on the ignition
- On operating the starter. the fuel pump (
secureri rrt/rler the I c~hiclc’. uoor IIJO K. ti. ronr (, l~eol I must be
heard to operate by someone standing close by
If not switch off the ignition, and test the circuit using a battery operated ohmmeter.
The resistance between terminal (( 88 d H of the relay assembly ( c~r~tler 111~
L,H. honr/llor)~p ) and earth
must be 1 Q approx-
Make sure the petrol pump is properly earthed.

Downloaded from www.Manualslib.com manuals search engine Op. MA.IE 444-O 15
3. Fuel pump feed ( with engine running ) : ( DIAGRAM 3 )
- Disconnect the E.C.U.
- Disconnect from the air-flow sensor the air hose to the butterfly housing
- Switch on the ignition:
- Actuate the air-flow sensor flap by hand’ when the petrol pump contact closes the pump should be heard
working.
If not, test the circuit using a
battery operated ohmmeter, without forgetting to test between terminal G 36 ))
on the air-flow sensor and terminal H 20 .)) on the E.C.U. for continuity ( The 2nd terminal is not connected
to the E.C.U. ).
- The resistance between terminals (( 86 b H and G 85 )) on the relay box f //j/nor thc~ I~./I. h<~ntllnr~tp ) must be
between 52 and 78 12.
P 4. Supplementary air control ( DIAGRAM 4 )
4
c
5
6
- Disconnect the E.C.U.
-E
? - Check that the supplementary air control is properly connected ( arrow on the casing )~
In
If it is fitted the wrong way round. the port may be blocked.
- The resistance between terminals (( 34 1, and (( 48 )) on the- supplementary air control must be 50 Q approx-
- Visual checking the port on the supplementary air control must be open when the engine is cold, and closed
when the engine temperature is above 60” C
- With the engine cold. if the air pipe to the supplementary air control is flattened the engine rpm must decrease.
With the engine warm, if the air pipe is disconnected, the engine must accelerate.