Lambda sensor FIAT PUNTO 1997 176 / 1.G Workshop Manual
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Page 20 of 225
1A»1
Chapter
1
Part A:
Routine maintenance & servicing - petrol models
Contents
Air
filter renewal 18 Automatic transmission filter and fluid change 2B Auxiliary dr
and filter renewal 3 Evaporative loss system check 27 Exhaust system check 8 From brake pad check 5 Fuel filter renewal 17 Headlight beam adjustment 23 Hinge and lock lubrication 22
Hose and fluid leak check 7 Idle speed and CO content check and adjustment .11 Ignition system check 20 Introduction 1 Lambda/oxygen sensor check 25 Manifold mounting check 16 Manual transmission oil level check 26 Manual transmission oil renewal .32 Pollen filter renewal 10 Rear brake shoe check 29 Regular maintenance 2 Road test 24 Spark plug renewal 19 Steering and suspension check 12 Timing belt renewal 30 Underbody sealant check 6 Valve clearance check and adjustment 15
Degrees of difficulty
Easy, suitable for ^ novice with little experience ^
Fairty easy, suitable for beginner with ^ some experience
FaMy difficult, ^ sitable for competent jj^ DIY mechanic ^
Difficult, suitable for experienced DIY aJ mechanic ^
Very difficult, ^ suitable for expert DIY or professional ^
expert22 fl/ia http://rutracker.org
Page 22 of 225
Maintenance schedule - petrol models 1A.3
The maintenance Intervals in this manual are provided with the assumption that you, not the dealer, will be carrying out the work. These axe the minimum maintenance intervals recommended by us for vehicles driven daily.
if you wish to keep your vehicle in peak condition at all times, you may wish to perform some of these procedures more often. We encourage frequent maintenance, because it enhances the efficiency.
performance and resale value of your vehicle. When the vehicle Is new, it should be serviced by a factory-authorised dealer service department, In order to preserve the factory warranty.
Every 250 miles (400 km) or weekly Q Refer to Weekly checks
Every 5000 miles (7500 km) or
6 months - whichever comes first • Renew the engine oil and filter (Section 3)
Note: Frequent oil and fitter changes am good tor the engine. We recommend changing the oil at the mileage specified here, or at least
twice
a year if the mileage covered Is a less.
Every 10 000 miles (15 000 km) or
12 months - whichever comes first
In
addition to the items listed above, cany out the following: Q Check the operation of the brake warning lamp (Section 4) • Check the front brake pads for wear (Section 5) • Check the underbody and sealant for damage (Section 6) • Hose and fluid leak check (Section 7) • Check the condition of the exhaust system and its mountings (Section 8) • Check the condition of the driveshaft gaiters (Section 9) • Renew pollen filter (Section 10) • Check exhaust gas content and idle speed (Section 11) • Check the steering and suspension components for condition and security (Section 12)
Every 20 000 miles (30 000 km) or
2 years - whichever comes first
In
addition to the Items listed above, carry out the following: • Check and if necessary adjust the tension of the auxiliary drlvebelt(s) (Section 13) • Check the freeplay and height of the clutch pedal (Section 14) • Check and if necessary adjust the valve clearances (Section 15) HI Check and if necessary tighten inlet and exhaust manifold mountings (Section 16) • Renew the fuel filter (Section 17) D Renew the air filter element (Section 18) O Renew the spark plugs (Section 19) • Check the condition of the HT cables (Section 20) • Check the engine management system (Section 21) Q Lubricate all hinges and locks (Section 22) O Check the headlight beam adjustment (Section 23) • Carry out a road test (Section 24)
Every 30 000 miles (45 000 km) or
3 years - whichever comes first In addition to the items listed above, cany out the following: • Check the operation of the Lambda sensor (Section 25) • Check and if necessary top-up the manual transmission oil level (Section 26) • Check the operation of the evaporative loss system (Section 27) • Automatic transmission inner filter and fluid renewal (Section 28)
Every 40 000 miles (60 000 km) or
4 years - whichever comes first In addition to the items fisted above, carry out the following: • Check the rear brake shoes for wear (Section 29) • Renew the timing belt (Section 30)"
*Noto: Although the normal interval for timing belt renewal is 70 000 miles (105 000 km), It is strongly recommended that the belt Is renewed at 40 000 miles (60 000 km) on vehicles which are subjected to Intensive use, ie. malniy short Journeys or a let of stop-start driving. The actual belt renewal Interval Is therefore very much up to the individual owner, but bear in mind that severe engine damage will result if the belt breaks.
Every 60 000 miles (90 000 km) or
6 years - whichever comes first in addition to the items listed above, cany out the following: • Check the condition and operation of the crankcase emission control system (Section 31)
Every 80 000 miles (120 000 km) • Renew the manual transmission oil (Section 32)
Every 2 years
(regardless of mileage) • Renew the engine coolant (Section 33) • Renew the brake fluid (Section 34)
Page 28 of 225
Every 10 000 miles - petrol models ia.q
10 Pollen filter renewal
1 The pollen filter (where fitted) is located under the engine bulkhead cover panel. 2 Refer to Chapter 12 and remove both svindscreen wiper arms. 3 Unclip the rubber
seal
from the relevant end of
the
top of the engine compartment bulkhead. 4 Unscrew the retaining fastener screws and pull out the fasteners securing the bulkhead cover panel in position. Release the cover panel Irom the base of the windscreen and remove it from the vehicle. 5 Pivot the pollen filter cover upwards and away then release the retaining clips and withdraw the filter from its housing (see illustration). 6 Wipe clean the filter housing then fit the new filter. Clip the filter securely in position and refit the cover. 7 Refit the trim cover, securing it in position with Ihe fasteners, and seat the rubber seal on
the
bulkhead.
11 Idle speed and ^
CO
content check J and adjustment ^
1 The idle speed is controlled by the ECU via a stepper motor located on the side of the throttle body and is not adjustable. 2 The exhaust gas oxygen content is constantly monitored by the ECU via the Lambda sensor, which is mounted in the exhaust down pipe. The ECU then uses this information to modify the injection timing and duration to maintain the optimum air/fuel ratio.
3 Experienced home mechanics with a considerable amount of skill and equipment (including a good-quality tachometer and a good-quality, carefully calibrated exhaust gas analyser) may be able to check the exhaust CO level and the idle speed. However, if these are found to be in need of adjustment, the car must be taken to a suitably-equipped Fiat dealer for testing using the special test equipment which is plugged into the diagnostic connector.
12 Steering and ^ suspension check
front suspension and steering check 1 Raise the front of the vehicle, and securely support it on axle stands (see Jacking and
vehicle support).
2 Inspect the balljoint dust covers and the steehng rack-and-pinion gaiters for spirts, chafing or deterioration. Any wear of these will cause loss of lubricant, together with dirt and water entry, resulting in rapid deterioration of the balljoints or steering gear. 3 On vehicles with power steering, check the fluid hoses for chafing or deterioration, and the pipe and hose unions for fluid leaks. Also check for signs of fluid leakage under pressure from the steering gear rubber gaiters, which would indicate failed fluid seals within the steering gear. 4 Qrasp the roadwheel at the 12 o'clock and 6 o'clock positions, and try to rock it (see illustration). Very slight free play may be felt, but if the movement is appreciable, further investigation Is necessary to determine the source. Continue rocking the wheel while an assistant depresses the footbrake. If the movement is now eliminated or significantly reduced, it is likely that the hub bearings are at fault. If the free play is still evident with the footbrake depressed, then there is wear in the suspension joints or mountings. 5 Now grasp the wheel at the 9 o'clock and 3 o'clock positions, and try to rock it as before. Any movement felt now may again be caused by wear in the hub bearings or the steering track-rod balljoints. If the inner or outer balljoint is worn, the visual movement will be obvious.
12.4 Rocking a roadwheel to check for wear in the steering/suspension components 6 Using a large screwdriver or flat bar, check for wear in the suspension mounting bushes by levering between the relevant suspension component and its attachment point. Some movement is to be expected as the mountings are made of rubber, but excessive wear should be obvious. Also check the condition of any visible rubber bushes, looking for splits, cracks or contamination of the rubber. 7 With the car standing on its wheels, have an assistant tum the steering wheel back and forth about sn eighth of a turn each way. There should be very little, if any. lost movement between the steering wheel and roadwheels. If this is not the case, closely observe the joints and mountings previously described, but in addition, check the steering column universal joints for wear, and the rack-and-pinion steering gear itself.
Suspension strut/ shock absorber check 8 Check for any signs of fluid leakage around the suspension strut/shock absorber body, or from the rubber gaiter around the piston rod. Should any fluid be noticed, the suspension strut/shock absorber is defective internally, and should be renewed. Note: Suspension struts/shock absorbers should always be renewed in pairs on the same axle. 9 The efficiency of the suspension strut/shock absorber may be checked by bouncing the vehicle at each corner. Generally speaking, ihe body will return to its normal position and stop after being depressed. If it rises and returns on a rebound, the suspension strut/shock absorber is probably suspect. Examine also the suspension strut/shock absorber upper and lower mountings for any signs of wear.
Every 20 000 miles (30 000 km) or 2 years
13 Auxiliary drivebelt{s) check % and renewal ^
Note: Fiat specify the use of a special tool to cooectfyset the drivebelt tension. If access to ibis equipment cannot be obtained, an
approximate setting can be achieved using the method described below. If the method described is used, the tension should be checked using the special tool at the earliest possible opportunity. 1 Depending on equipment fitted, one. two or three auxiliary drivebelts may be fitted. The alternator, power steering pump and air
conditioning compressor, as applicable, are each driven by an Individual drivebelt.
Checking 2 Disconnect the battery negative terminal (refer to Disconnecting the battery in the Reference Section of this manual). 3 Firmly apply the handbrake, then jack up
Page 33 of 225
ia.14 Every 20 000 miles - petrol models
16 Test the operation of the brake servo unit as follows. With the engine off, depress the footbrake four or five times to exhaust the vacuum. Hold the brake pedal depressed, then start the engine. As the engine starts.
there should be a noticeable give In the brake pedal as vacuum builds up. Allow the engine to run for at least tsvo minutes, and then switch it off. If the brake pedal is depressed now. it should be possible to detect a hiss
from the servo as the pedal is depressed. After about four or five applications, no further hissing should be heard, and the pedal shouto feel considerably harder.
Every 30 000 miles (45 000 km) or 3 years
. transmission (see illustration). Using an Allen 25 Lambda/oxygen sensor ^ key, unscrew the plug and clean it. check \ 3 The oil level should reach the lower edge of ^ the filler/level hole. A certain amount of oil will have gathered behind the filler/level plug, and If the CO level at the exhaust tailpipe is too w,u tr,cWe out when is 'e™oved; this does high or low, Ihe vehicle should be taken to a «©l necessarily Indicate that the level is Fiat dealer so lhat the complete fuel-injection correct. To ensure that a true level is and ignition systems, including the Lamoda/ established, wait until the Initial trickle has oxygen sensor, can be thoroughly checked stopped, then ado oil as necessary until a using the special diagnostic equipment. Once ,r,ckle o1 new oil can be seen emerging. The these have been checked and are known to 'W wl" be correct when ,he flow ceases-us® be free from faults, the fault must be in the good-quality oil of the specified type, catalytic converter, which must be renewed Make sur®that vehicle Is completely level as described In Chapter 4D, Section 6. checking the level and do not overfill, 4 When the level Is correct refit and tighten the plug and wipe away any spilt oil.
26 Manual transmission oil level check ^ 27 Evaporative loss system ^ check
1 Park Ihe vehicle on a level surface, If possible over an inspection pit or on a ramp as the filler/level plug is best reached from under Ihe engine compartment. The oil level must be checked before the car is driven, or at least 5 minutes after the engine has been switched off. If the oil ts checked Immediately alter driving the car, some of the oil will remain distributed around the transmission components, resulting in an inaccurate level reading. 2 Wipe clean the area around the filler/level plug, which is situated on the front of the
Refer to Chapter 40 Section 2 and check that all wiring and hoses are correctly connected to the evaporative toss system components.
28 Automatic transmission fitter and fluid change
1 Take the vehicle on a short run. to warm the transmission up to operating temperature.
Park the car on level ground, then switch off the Ignition. 2 Firmly apply the handbrake, then jack up the front of the car and support It securely on axle stands (see Jacking and vehicle support]. Note thai, when refilling and checking Uie fluid level, the car must be lowered to the ground, and level, to ensure accuracy. 3 Remove the dipstick, then position a suitable container under the transmission, Unscrew the sump drain plug and allow the fluid to drain for at ieast 10 minutes. Refit and tighten the drain plug when the fluid has completely drained.
A
Warning: The transmission fluid may be very hot and precautions must be taken to avoid scalding.
4 Clean around the transmission sump mating flange. Unboll and remove the sump and remove the gasket. 5 Remove the two bolts and withdraw the transmission fluid filter {see illustration). 6 Fit the new filter, and secure It with the two bolts. 7 Refit the sump using a new gasket, then
_
lower the vehicle to the ground, 8 Fill the transmission with the specified quantity of fluid via Ihe dipstick tube, using a funnel with a fine mesh filter. 9 Run the engine to normal operating temperature, then check the fluid level as described In Weekly checks. 10 Dispose of the old fluid safely.
26.2 Transmission filler/level plug location 28.5 Automatic transmission fluid filter retaining bolts
Page 122 of 225
4A*2 Fuel system - single-point petrol Injection models
1 General information and precautions
General information The iAW Weber-Marelli single point Injection (SPI) system is a self-contained engine management system, which controls both the fuel Injection and Ignition (see Illustration), This Chapter deals with the fuel Injection system components only - refer to Chapter 5B for details ol the ignition system components. The fuel Injection system comprises a fuel tank, an electric fuel pump, a fuel filter, fuel supply and return lines, a throttle body with an integral electronic fuel Injector, and an Electronic Control Unit (ECU) together with its associated sensors, actuators and wiring. The fuel pump delivers a constant supply of fuel through a cartridge fitter to the throttle body, and the fuel pressure regulator (integral with the throttle body) maintains a constant fuel pressure at the fuel injector and returns excess fuel to the tank via the return line. This
constant flow system also helps to reduce fuel temperature and prevents vaporisation. Tne fuel injeclor Is opened and closed by an Electronic Control Unit (ECU), which calculates the injection timing and duration according to engine speed, throttle position and rate of opening, Inlet air temperature, coolant temperature and exhaust gas oxygen content information, received from sensors mounted on the engine. inlet air is drawn Into the engine through the air cleaner, which contains a renewable paper filter element. The inlet air temperature is regulated by a vacuum operated valve mounted in the air ducting, which blends air at ambient temperature with hot air, drawn from over the exhaust manifold. Idle speed is controlled by a stepper motor located on the side of the throttle body. Cold starling enrichment is controlled by the ECU using the coolant temperature and inlet air temperature parameters to increase the injector opening duration. The exhaust gas oxygen content is constantly monitored by the ECU via the Lambda (oxygen) sensor, which is mounted in
me exhaust downpipe. The ECU then uses this Information to modify the Injection timing and duration to maintain the optimum air/fuel ratio. An exhaust catalyst Is fitted to all SPI models. The ECU also controls the operation of the activated charcoal filter evaporative loss system • refer to Chapter 4D for further details. It should be noted that fault diagnosis of the I IAW Weber-Marelli system is only possible with dedicated electronic test equipment. Problems with the system should therefore be I referred to a Flat dealer for assessment. Once i the fault has been Identified, the I removal/refitting procedures detailed in the following Sections can then be followed.
Precautions |
A
Warning: Many procedures in thH Chapter require the removal ot fuel lines and connections, which may result in fuel spillage. Before carrying | out any operation on Me fuel system, refer to the precautions given In Safety flrstt at the beginning ot this manual, and follow them Implicitly. Petrol Is a highly dangerous and volatile liquid, and the precautions
1.1 IAW Weber-Marelli single point Injection (SPI) system 1 Fuel
tank
2 Fuel pump 3 Fuel filter 4 Anii'reflux valve 5 Fuel pressure regulator 6 Injector
7 Air cleaner 8 Fuel vapour
trap
9 Idle stepper motor
10
Absolute pressure sensor J11njection/ignition ECU 12 Tnrottle position sensor
13 Engine coolant temperature sensor 14 Intake air temperature sensor 15 Inject'onfignitron dual
relay
16 Ignition coils 17 Rpm and TDC sensor
18 Spark plugs 79 Diagnostic socket 20 EVAP solenoid 21 Lambda/oxygen sensor 22 Rev counter 23 IAW failure warning light
Page 128 of 225
4A*2 Fuel system -
single-point
petrol Injection models
1 General information and precautions
General information The
LAW
Weber-Maretil multi-point Injection (MPI) system is a self-contained engine management system, which controls both the fuel injoction and Ignition (see Illustrations). This Chapter deals with the fuel Injection system components only - refer to Chapter 5B for details of the ignition system components. The fuel injection system comprises a fuel tank, an electric fuel pump, a fuel filter, fuel supply end return lines, a throttle body, a fuel rail with four electronic Injectors, and an Electronic Control Unit (ECU) together with its associated sensors, actuators and wiring. On pre-1998, 8-valve engines and all 16-valve engines, the fuel pump delivers a constant supply of fuel through a cartridge filter to the fuel rail, and the fuel pressure regulator (located on Ihe fuel rail) maintains a constant fuel pressure at the fuel Injectors and returns excess fuel to the tank via the return
line, This constant flow system also helps to reduce fuel temperature and prevents vaporisation. On later 8-valve engines, a returnless fuel system is used. With this arrangement, the fuel filter and fuel pressure regulator are an integral part of the fuel pump assembly located In the fuel tank. The regulator maintains a constant fuel pressure in the supply line lo the fuel rail and allows excess fuel to recirculate in the fuel tank, by means of a bypass channel, if the regulated fuel pressure is exceeded. As the fuel filler Is an integral part of the pump assembly, fuel filter renewal Is no longer necessary as part of the maintenance and servicing schedule. The fuel injectors are opened and closed by an Electronic Control Unit (ECU), which calculates the Injection timing and duration according to engine speed, throttle position and rate of opening, inlet air temperature, coolant temperature and exhaust gas oxygen content information, received from sensors mounted on the engine. The injectors are operated simultaneously (le not sequentially) and Inject half of the quantity of fuel required on each turn of the crankshaft. Inlet air Is drawn into the engine through
the air cleaner, which contains a renewable paper filter element. On 8-valve engines, the Inlet air temperature is regulated by a vacuum operated valve mounted in the air ducting, which blends air at ambient temperature with hot air, drawn Irom over the exhaust | manifold. Idle speed Is controlled by a stepper motor 1 located on the side of the throttle body. Cold storting enrichment is controlled by the ECU using the coolant temperature and Inlet air temperature parameters to Increase the Injector opening duration. The exhaust gas oxygen content it constantly monitored by the ECU via the Lambda/oxygen sensor, whioh Is mounted in the exhaust downpipe. The ECU then uses this Information to modify the Injection timing and duration to maintain the optimum air/fuel ratio. An exhaust catalyst is fitted to all models. The ECU also controls the operation of the activated charcoal filler evaporative loss system - refer to Chapter 4D for further details. It should be noted that fault diagnosis of the IAW Weber-Marelll system Is only possible with dedicated electronic test equipment.
1.1a IAW Weber-Marelii multt-point Injection (MPi) system (8-valve engines) f Fuel
tank
7 Air
cleaner
13 Coolant temperature sensor 19 Diagnostic socket 2 Fuel pump 8 Fuel vapour trvp 14 Intake air temperature 20
EVAP
solenoid 3 Filter (pre-1998 models) 9 Idle control stepper motor sensor 21 Lambda/oxygen sensor 4 Fuel
rail
10 Manifold absolute pressure 15 Duel
relay
22 Rev counter 5 Pressure regulator
(pre-1998
sensor 16 Ignition colls 23 IAW failure warning light models)
11 ECU
17 Rpm and TDC sensor 24 Anti-refhjx
valve
6 Injectors 12 Throttle position sensor 18 Spark piugs
Page 129 of 225
4A*2 Fuel system -
single-point
petrol Injection models
1.1b IAW Weber-Marelli multi-point injection (MPI) system (16-valve engines) J Fuel
tank
2 Fuel pump 3 Multi-purpose
valve
4 Safety
valve
5 Anti-reflux
valve
6 F/fter 7 Battery 8
EVAP
solenoid
9 Dual
relay
10 Ignition switch 111nertia switch
12
Air conditioning compressor
13
Fuse 14 Throttle position sensor
1$
idle control stepper motor 17 Ignition coils 18 Sparkplugs 19 Fuel
rail
20 Pressure regulator 21 Injectors
15
Intake air temperature/pressure 22 Coolant temperature sensor sensor 23 Lambda/oxygen sensor
24 Rpm and TDC sensor 25 Engine immobiliser control unit 26 Catalytic converter 27 IAW failure warning light 28 EVAP canister 29 ECU 30 Diagnostic socket 31 Rev counter
Problems with the system should therefore be referred to a Fiat dealer for assessment. Once the fault has been Identified, the removal/ refitting procedures detailed in the following Sections can then be followed.
Precautions
A
Warning: Many procedures In this Chapter require the removal of fuel lines and connections, which may result In fuel spillage. Before carrying out any operation on the fuel system, refer to the precautions given In Safety flrstl at the beginning of this manual, and follow them implicitly. Petrol Is a highly dangerous and volatile liquid, and the precautions necessary when handling it cannot be overstressed. Note that residual pressure will remain in the fuel lines long after the vehicle was last used, When disconnecting tny fuel line, first depressurise the fuel system {see Section 9).
2 Air cleaner and inlet system Sk - removal
and
refitting ^
Removal
1242 cc (8-valve) engines 1 Remove the air cleaner element as described In Chapter 1A. 2 Disconnect the outer section from the hot air tube and the Inlet air duct and remove it from the engine compartment. 3 If necessary remove the inlet air duct. 4 Disconnect the large and small breather hoses from the inner section of the air cleaner, then unscrew the retaining nuts and lift the section from the throttle body. 5 Recover the sealing ring. Check the nng for condition and renew it it necessary. 6 Wipe clean the inner surfaces of both the Inner and outer sections of the air cleaner,
1242 cc (16-valve) engines 7 Release the hose clip and disconnect the inlet air duct from the resonator (see illustration).
2.7 Release the hose clip and disconnect the inlet air duct from the resonator
Page 144 of 225
4D«1
Chapter 4 Part D:
Exhaust and emission control systems
Contents
Catalytic converter - general Information and precautions 7 Crankcase emission system • general information 3 Evaporative loss emission control system • information and component renewal 2
Degrees of difficulty
Exhaust manifold - removal and refitting 5 Exhaust system - general information and component renewal .... 6 General information 1 Lambda oxygen sensor - removal and refitting 4
Easy, suitable
tor novice with fittie ^
1 experience
Fairly easy, suitable for beginner with ^ some experience ^
Fairiy dfficult, lb suitable for competent ^ DIY mechanic ^
Difficult, suitable for experienced DIY ^ mechanic
Very difficult, ^ suitable far expert DIY or professional
Specifications
Torque wrench settings Exhaust down pipe to manifold Exhaust manifold Exhaust system mounting Exhaust to catalytic converter: M8 M10x1.25
Nm Ibfft 24 18 24 18 27 20
24 18 40 30 53 39
1 General information
Emission control systems All petrol engine models use unleaded petrol and are controlled by engine management systems that are 'tuned' to give the best compromise between driveability. luel consumption and exhaust emission production. In addition, a number of systems are fitted that help to minimise other harmful emissions: a crankcase emission-control system (petrol models only) that reduces the release of pollutants from the crankcase, an evaporative loss emission control system (petrol models only) to reduce the release of hydrocarbons from the fuel tank, a catalytic converter (petrol and diesel models) to reduce exhaust gas pollutants, and an Exhaust Gas Recirculation (EGR) system (turbo diesel models only) to reduce exhaust emissions. Crankcase emission control To reduce the emission of unburned hydrocarbons from the crankcase Into the atmosphere, the engine is sealed and the blow-by gases and oil vapour are drawn from inside the crankcase, through a flame trap.
into the inlet tract to be burned by the engine during normal combustion. Under conditions of high manifold depression (idling, deceleration) the gases will by sucked positively out of the crankcase. Under conditions of low manifold depression (acceleration, full-throttle running) ihe gases are forced out of the crankcase by the (relatively) higher crankcase pressure: if the engine is worn, the raised crankcase pressure (due to increased blow-by) will cause some of the flow to return under all manifold conditions. Exhaust emission control -petrol models To minimise the amount of pollutants which escape Into the atmosphere, a catalytic converter is fitted In the exhaust system. The fuel system is of the closed-loop type, in which a Lambda (or oxygen) sensor In the exhaust system provides the engine management system ECU with constant feedback, enabling the ECU to adjust the air/fuel mixture to optimise combustion. The Lambda sensor has a heating element built-in that Is controlled by the ECU through the Lambda sensor relay to quickly bring the sensor's tip to Its optimum operating temperature. The sensor's tip Is sensitive to oxygen and relays a voltage signal to the ECU
that varies according on the amount of oxygen In the exhaust gas. If the inlet air/fuel mixture is too rich, the exhaust gases are low in oxygen so the sensor sends a low-voltage signal, the voltage rising as the mixture weakens and the amount of oxygen rises In the exhaust gases. Peak conversion efficiency of all major pollutants occurs if the inlet air/fuel mixture Is maintained at the chemlcally-con*ect ratio for the complete combustion of petrol of 14.7 parts (by weight) of air to
1
part of fuel (the stoichiometric ratio). The sensor output voltage alters in a large step at this point, the ECU using the signal change as a reference point and correcting the Inlet air/fuel mixture accordingly by altering the fuel Injector pulse width. Exhaust emission control -diesel models An oxidation catalyst is fitted in the exhaust system of all diesel engine models. This has the effect of removing a large proportion of the gaseous hydrocarbons, carbon monoxide and particulates present in the exhaust gas. An Exhaust Gas Recirculation (EGR) system Is fitted to all turbo diesel engine models. This reduces the level of nitrogen oxides produced during combustion by Introducing a proportion of the exhaust gas back into the inlet manifold, under certain engine operating
Page 145 of 225
4D*2 Exhaust and emission control systems
2.2 Charcoal canister location behind tho right-hand headlight
conditions, via a plunger valve, The system is controlled electronically by means of an emissions system control unit. Evaporative emission control • petrol models To minimise the escape of unburned hydrocarbons Into the atmosphere, an evaporallve loss emission control system is fitted to petrol models, The fuel tank filler cap Is sealed and a charcoal canister is mounted underneath the right-hand headlamp to collect the petrol vapours released from the fuel contained In the fuel tank. It stores them until they can be drawn from the canister (under the control of the fuel Injection/ignition system ECU) via the purge valve into the Inlet tract, where they are then burned by the engine during normal combustion. To ensure thai the engine runs correctly when it is cold and/or idling and to protect the catalytic converter from the effects of an over-rich mixture, the purge control valve is not opened by the ECU until the engine has warmed up, and the engine is under load; the valve solenoid is then modulated on and off to allow the stored vapour to pass into the inlet tract.
Exhaust systems The exhaust system comprises the exhaust manifold, an exhaust downpipe, • catalytic convorter, an intermediate pipe with silencer, and a tailpipe with silencer, On turbo diesel models the turbocharger is fitted between ihe exhaust manifold and the downpipe.
5.5a On 16-valve engines, undo the bolts and remove the manifold heat shield...
2 Evaporative loss emission ^ control system - information and component renewal ^
Information 1 The evaporative loss omission control system consists of the control solenoid (or purge valve), the activated charcoal filter canister and a series of connecting vacuum hoses. 2 The control solenoid and charcoal canister are both mounted on the right-hand side of the engine compartment behind the headlight (see illustration).
Component renewal
Control solenoid 3 With the bonnet open, disconnect the hoses from the control solenoid on the top of the charcoal canister. 4 Disconnect the wiring and remove the solenoid. 5 Refitting is a reversal of removal. Charcoal canister 6 Remove Ihe control solenoid as desenbed previously. 7 Disconnect Ihe fuel tonk hose from the canister 8 Detach the mounting and remove the canister. 9 Refitting Is a reversal of removal. Multifunction valve 10 The multifunction valve >s mounted on top of the luel tank. Removal and refitting is similar to that described for the tank sender gauge/pump (refer to Chapter 4A or 4B).
3 Crankcase emission system - general information
The crankcase emission control system consists of a hose from the camshaft cover to the air cloanor with a branch to Ihe throttle body. The main hose Incorporates a flame trap and the Inlet to the throttle body incorporates a calibrated hole.
5.5b ... then remove the bracket
The system requires no attention other than to check at regular intervals that tho hoses are free of blockages and undamaged.
4 Lambda oxygen sensor -removal and refitting &
Note: 7?5e Lambda oxygen sensor is doiicata and will not work if it is dropped or knocked, it its power supply is disrupted, or if any cleaning materials are used on it.
Removal 1 The sensor Is threaded Into the exhaust front downpipe. Access if best gained Irom underneath the vehicle. Apply the handbrake then )ack up the front of the vehicle and support on axle stands (see Jacking and vehicle support). 2 Disconnect the sensor wiring connector located on the front of the engine. 3 Working beneath the vehicle, unscrew the sensor, taking care to avoid damaging the sensor probe as it Is removed- Note: As a flying lead remains connected to the sensor after it has been disconnected, if the correct spanner is not available, a slotted socket
will
be required to remove the sensor.
Refitting A Apply a little anti-selze grease to (he sensor threads • avoid contaminating the probe tip. 5 Refit the sensor to the downpipe. tightening it to the correct torque. Reconnect the wiring. 6 Lower the vohicle to the ground.
5 Exhaust manifold - % removal and refitting jk
Petrol models
Removal 1 On 1242 cc (16-valve) engines, remove tho air cleaner and inlet system components as described in Chapter 48. 2 Firmly apply the handbrake, then jock up the front of the car and support It securely on axle stands (see Jacking and vehicle support). 3 Disconnect the oxygen sensor wiring or alternatively romovo Ihe sensor completely. 4 Unscrew the nuts and disconnect the exhaust downpipo from Ihe exhaust manifold flange. Recover the gasket. 5 On 1242 cc (16-valve) engines, undo the bolts and remove the manifold heat shield, then remove the bracket at the timing belt end of the manifold (seo Illustrations). 6 Unscrew the mounting nuts, remove the washers, and recover any additional brackets fitted over the studs, noting their locations. Withdraw the manifold from the studs on the cylinder head. 7 Recover the gaskets from Ihe studs.
Page 164 of 225
Manual transmission 7A*3
3,8 Unscrew the nut and disconnect the gear selector rod from the lever on the transmission unscrew the locknut and adjusting nut from the end of the clutch cable and disconnect the cable from the transmission. Recover the damper block. On models with a hydraulically operated clutch, unscrew the mounting bolts, release the slave cylinder pushrod from the re&ase arm on the transmission, then position the cylinder to one side.
7 Unscrew and remove the reverse gear Inhibiting device from the transmission. Tie the cable to one side out of the way. 8 Unscrew the nut and disconnect the gear selector rod from the lever on the transmission (see illustration). 9 Pull out the clip then disconnect the gear engagement cable from the control lever and release the cable from the mounting bracket (see illustrations). 10 Unscrew and remove the two upper transmisslon-to-englne mounting bolts. Unscrew the single bolt securing the starter motor to the transmission. 11 Remove the air cleaner and air ducting with reference to Chapter 4A or 4B. This Is necessary In order to fit the engine hoist 12 On 5-speed transmissions, trace the wiring back from the electronic speedometer sensor and disconnect the connector located on the left-hand side of the engine (see illustration). 13 On 6-speed transmissions, unscrew the knurled nut and disconnect the speedometer cable from the top of the final drive housing. 14 Support the weight of the engine using a hoist attached to the engine lifting eyes, or alternatively use a trolley jack and block of wood beneath Ihe engine. 15 Unscrew the Lambda/oxygen sensor from the exhaust downpipe and position It In a safe place to prevent damage. 16 Unscrew the nuts securing the downpipe to the exhaust manifold, then lower It and support on an axle stand. Recover the gasket. 17 Unbolt the support bracket from the engine and transmission. Recover the spacer plate. 18 Unbolt and remove the transmission lower cover, 19 Unscrew the remaining starter motor mounting bolts and support tho starter motor to one side. 20 Loosen and remove the clips securing the left- and right-hand driveshaft gaiters to the transmission output shafts.
3.9a Remove the clip to release the gear engagement cable 21 Unscrew and remove the boils securing the left-hand swivel hub assembly to the front suspension strut, then separate the components and support the swivel hub on an axle stand. 22 Move the swivel hub assembly outwards and disconnect the inner end of the dnveshaft from the transmission output shaft. Support the shaft away from the transmission to prevent damage to the garters. 23 Working beneath the vehicle, unscrew the botts securing the rear engine mounting to the underbody then unscrew the bolts securing the mounting to the transmission and withdraw the mounting assembly from under the vehicle. 24 Unscrew the bolts securing the left-hand engine/transmission mounting to Ihe body then unscrew the bolts from the transmission and remove the mounting. 25 Support the woight of the transmission on a trolley jack then unscrew the remaining nut and bolt from the belihousing and pull the transmission away from the engine. Lower it and remove from under the vehicle. A Warning: Support the trans-mission to ensure that it remains steady on the jack head. Keep the transmission levet until the Input shaft Is fully withdrawn from the clutch friction plate. Refitting
26 Refitting is a reversal of the removal procedure, but note the following points. a) Apply a smear of high-melting-point grease to the clutch friction plate splines; take care to avoid contaminating the friction surfaces.
3.12 Electronic speedometer sensor fitted to 5-speed transmissions
3.9b Removing the gear engagement cable from the mounting bracket b) Tighten all bolts to Ihe specified torque. c) Fit new clips to secure the driveshaft gaiters to the transmission output shafts. d) Adjust the clutch cable (where applicable) as described In Chapter 6.
Diesel models
Removal 27 Seloct a solid, level surface to park the vehicle upon. Give yourself enough space to move around it easily. Apply the handbrake then jack up the front of tho vehicle and support on axlo stands (see Jacking and vehicle support). Remove both front wheels. 28 Unbolt the relay support then remove the batlery and mounting tray as described in Chapter 5A. 29 On models with a cable operated clutch, unscrew the locknut and adjusting nut from the end of the clutch cable and disconnect the cable from the transmission. Recover the damper block. On models with a hydraulically operated clutch, unscrew the mounting botts. release the slave cylinder pushrod from the release arm on the transmission, then position the cylinder to one side, 30 Unscrew the nut and disconnect the gear selector rod from the lever on the transmission. 31 Disconnect the gear engagement cable from the control lever then slide out the clip and release the cable from the mounting bracket. 32 Unbolt the electronic rev counter sensor from the upper rear of the belihousing and position it to one side (see illustration).
3.32 Electronic rev counter sensor located in the upper rear of the belihousing