fuel pump RENAULT KANGOO 2013 X61 / 2.G Diesel DCM 1.2 Injection Workshop Manual

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DIESEL INJECTION
Fault finding – Cleanliness guidelines13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
II - INSTRUCTIONS TO BE FOLLOWED BEFORE CARRYING OUT ANY WORK
Ensure that you have plugs for the unions to be opened (set of plugs available from the Parts Department). Plugs
are to be used only once. They must be discarded after use (once used they are soiled and cleaning is not sufficient
to make them reusable). Unused plugs must be thrown away.
Ensure that you have hermetically resealable plastic bags for storing removed parts. Parts stored in this way will be
less susceptible to the risk of contamination. The bags are to be used once only, and discarded after use.
Use lint-free cleaning cloths (cloth part reference 77 11 211 707). The use of ordinary cloth or paper is not permitted.
They are not lint-free and could contaminate the fuel circuit. A lint-free cloth should only be used once.
Use fresh cleaning agent for each operation (used cleaning agent is contaminated). Pour it into a clean receptacle.
For each operation, use a clean brush in good condition (the brush must not shed its bristles).
Use a brush and cleaning agent to clean the unions to be opened.
Blow compressed air over the cleaned parts (tools, workbench, the parts, unions and injection system zones).
Check that no bristles are left.
Wash your hands before and during the operation if necessary.
When wearing leather protective gloves cover them with latex gloves to prevent contamination.IMPORTANT
Before carrying out any work on the high pressure injection system, protect:
– the accessories belts,
– the electrical accessories, (starter, alternator, electric power-assisted steering pump),
– the flywheel surface, to prevent any diesel from running onto the clutch friction plate.
– timing chain

13B-10V1 MR-376-X76-13B000$030.mif
13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
System outline
The DCM 1.2 injection system used on the K9K engine is an electronically-managed high pressure injection system.
The fuel is compressed by a high pressure pump then stored in a rail that feeds the injectors. Injection takes place
when a current pulse is applied to the injector holders.
The amount injected is proportional to the rail pressure and the applied pulse length, and the start of injection is
synchronised with the start of the pulse.
The system includes two subsystems, which have different fuel pressure levels:
– the low pressure circuit contains the tank, the diesel fuel filter, the transfer pump and the injector holder return pipes,
– the high pressure circuit contains the high pressure pump, the rail, the injector holders and the high pressure pipes.
The injection system contains a number of sensors and actuators for controlling and monitoring the entire system.
Functions provided
Function: Fuel supply management (timing, flow and pressure).
Quantity of fuel injected and injection timing setting
The injection checking parameters are the quantities to be injected and their respective timing.
These are calculated by the computer using signals from the following sensors:
– Engine speed (Crankshaft +Cam for synchronisation).
– Accelerator pedal.
– Turbocharging pressure and air temperature (Turbocharger pressure).
– Coolant temperature.
– Air temperature.
– Air charge (Flow and Pressure).
– Pressure in the rail.
The quantities to be injected and their respective timing are converted into:
– a reference tooth,
– the time between this tooth and the start of the pulse,
– the time for which the supply to the injector holder is on.
Each injector holder is controlled by an electrical current which is sent according to previously calculated data. The
system makes one or two injections (one pilot injection, one main injection).
The general principle is to calculate an overall injected flow, which is then divided into the main injection flow and a
pilot injection flow to promote correct combustion and help reduce pollutant emissions.
DIESEL INJECTION
Fault finding – System operation

13B-11V1 MR-376-X76-13B000$030.mif
DIESEL INJECTION
Fault finding – System operation13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
An accelerometer is used to monitor some of the fuel injection deviation. This has several roles:
– Protecting the engine by detecting injection leaks (disabled on the basic version).
– Checking the pilot quantity by measuring deviation and dispersion.
By changing both the injection duration and advance, the quantity of fuel injected and the mixture's moment of
ignition can be readjusted.
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, and therefore the size of the injection
holes, must be reduced.
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).
For the DCM 1.2 injection system, the pressure reaches 1400 bar - 1600 bar in the rail and must be constantly
regulated. 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 (5bar) by a built-in transfer pump. This pump supplies the rail.
The rail filling pressure is controlled by the fuel flow actuator (IMV) and the discharge pressure is controlled by the
injector valves. This compensates for pressure drops. The flow 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 in amplitude not to open the injector (and pass through the return circuit from the injectors),
– long enough in time 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 fuel flow actuator control,
the rail pressure is limited by a discharge valve fitted on the pump.
New pump chamber filling procedure (pump boosting)
The pump lubrication goes through a booster cycle during which the pump is filled and pressurised before
"transferring" the diesel fuel to the rail.
This lubrication goes through programming called "filling the new pump chamber", which prohibits starting for
approximately 10 seconds (the time required to fill the pump and to start if the key is released before the end of this
"first starting" phase). Power latch is not necessary before attempting to start the vehicle again.
This procedure runs when a computer is replaced if the parameters relating to the rail pressure have not been
copied into the new computer, or otherwise, after reprogramming of the injection computer.

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DIESEL INJECTION
Fault finding – System operation13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
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 Unit, electric windows, etc.) active or inactive,
– system faults detected.
Individual injector correction (C2I)
The DCM 1.2 system injectors must be calibrated with correction 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
EEPROM, which can then control the injectors, taking their manufacturing variations into account.
Measuring the angular position (Cylinder reference sensor)
The angular position is measured using a magneto-inductive sensor triggered by machined teeth on the shaft
flywheel. This flywheel has sixty teeth separated by six degrees minus two missing teeth, that form a notch.
A second sensor (Hall effect) triggered by a machined tooth on the high pressure pump drive pulley (synchronised
with the camshaft), which rotates at half the engine speed, supplies an injection cycle running signal. By comparing
the signals from these two sensors, the computer's APS module (Angular Position Subsystem) is able to supply the
synchronisation components to the system assembly, namely:
– the angular position of the flywheel
– the speed and number of the active injector
– the injection cycle progress.
This module also supplies the system with the engine speed signal.
Flow capacity function (VLC)
Because of the combination of several parameters such as the diesel fuel temperature, part wear, clogging of the
diesel filter etc., the system limit may be reached during its service life. If this happens, the rail pressure cannot be
maintained because the pump lacks the necessary capacity. If the pump lacks the necessary capacity, this
programming will therefore reduce the requested flow to a value that will enable the pressure monitoring system to
control the pressure again.
The customer may have noticed a loss of vehicle performance when this program is activated (confirmed by status
Flow capacity function). This is part of normal operation.

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DIESEL INJECTION
Fault finding – Replacement of components13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
After the computer has been programmed:
– Switch off the ignition.
– Switch on the ignition again and use the diagnostic tool to carry out the following steps:
– Use command SC001 Write saved data to restore the C2I and the engine adaptive programming.
– Run command VP010 Write VIN.
– Run command AC028 Static test.
– Run command AC154 Low speed fan assembly to test the operation of the 1st speed fan assembly.
– Run command AC153 High speed fan assembly to test the operation of the 2nd speed fan assembly.
– Run command AC250 Heating resistor 1 relay to test the operation of passenger compartment heating resistor 1.
– Run command AC251 Heating resistor 2 relay to test the operation of passenger compartment heating resistor 2.
– Run command AC100 Stop electrical consumer inhibition.
– Run command AC212 Fill new pump chamber.
– Run the starter motor without releasing the key until the engine starts (the pump reprime time until the engine starts
can be up to 20 seconds).
– After the engine has started, refer to ET637 Fill new pump chamber and check that it is Done; if not, repeat the
starting procedure.
–Stop the engine, switch off the ignition (to initialise the computer) and wait 30 seconds.
– After injection system programming, stored faults may appear in other computers.
– If DF1083 Water in diesel fuel warning light circuit appears in the injection computer: on a vehicle fitted with
a water in diesel fuel warning light, perform the fault finding operations described in DF1083 then run command
AC028 Static test; on other vehicles, do not deal with the fault.
– Clear the computer memory RZ001 Fault memory.
IMPORTANT
AFTER A (RE)PROGRAMMING OPERATION, DO NOT DISCONNECT THE BATTERY FOR AT LEAST
30 MINUTES (to carry out other work on the vehicle).
Note:
If commands SC003 Save computer data and SC001 Write saved data have been lost or do not work, after
programming the computer, enter the C2I for each injector manually by reading the C2I on each injector (see
Replacing the injectors).

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DIESEL INJECTION
Fault finding – Conformity check13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
PARAMETER CHECK (CONTINUED 2)
NOTESOnly perform this conformity check after a thorough check with the diagnostic tool.
The values shown in this conformity check are given as a guide.
Application conditions: Engine stopped, ignition on.
FunctionParameter or status
checked or actionDisplay and notes Fault finding
Battery voltagePR074:Battery
voltage12 V < PR074 < 14.4 V.In the event of a fault, run
fault finding on the
Charging circuit (see
Technical Note 6014A
(Renault) or Technical
Note 9859A (Dacia),
Checking the charging
circuit).
Air flowPR018:Estimated air
flowEstimation of the air flow by the
injection computer given in mg/st.NONE
Fuel flowPR017:Fuel flowPR017 = 0.0 mg/st
Gives the fuel flow at the high
pressure pump outlet in mg/st.NONE
Rail pressurePR038:Rail pressureEngine stopped: 1bar.
Indicates the pressure in bar of the
diesel fuel in the injector rail. This
pressure is supplied by the sensor
on the rail.
Default value: 2000 bar.If there is a fault, use the
interpretation of fault
DF007 Rail pressure
sensor circuit.
PR008:Rail reference
pressurePR008 = 375 bar (Engine starting
pressure setpoint)
Cold: 405 bar
Warm: 230 bar
Gives the theoretical pressure
value for optimum engine
operation.NONE

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DIESEL INJECTION
Fault finding – Conformity check13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
PARAMETER CHECK (CONTINUED 2)
NOTESOnly perform this conformity check after a complete check using the diagnostic tool.
The values shown in this conformity check are given as a guide.
Application conditions: Engine idling, warm engine, coolant temperature > 80°C.
FunctionParameter or status
checked or actionDisplay and notes Fault finding
Air flowPR018:Estimated air
flowEstimation of the air flow by the
injection computer given in mg/st.NONE
Fuel flowPR017:Fuel flowGives the fuel flow at the high
pressure pump outlet in mg/st.NONE
Rail pressurePR038:Rail pressureIndicates the pressure in bar of
the diesel fuel in the injector rail.
This pressure is supplied by the
sensor on the rail.
Default value: 2000 bar.If there is a fault, use the
interpretation of fault
DF007 Rail pressure
sensor circuit.
PR008:Rail reference
pressurePR008 = 375 bar (Engine starting
pressure setpoint)
Cold: 405 bar
Warm: 230 bar
Gives the theoretical pressure
value for optimum engine
operation.NONE

13B-135V1 MR-376-X76-13B000$090.mif
13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
Tool Status Diagnostic tool title
ET003Engine immobiliser
ET007Pre-postheating control
ET008EGR solenoid valve control (not applicable to K9K796 Euro 2)
ET023Fast idle speed request
ET038Engine
ET039Brake pedal
ET116Climate control authorisation
ET122Brake switch no. 1 signal
ET123Brake switch no. 2 signal
ET164Configuration with air conditioning
ET200Fuel flow controller
ET227Key
ET233Clutch pedal
ET432Wastegate regulation
ET563Flow capacity function
ET637New pump chamber filling
DIESEL INJECTION
Fault finding – Status summary table

13B-145V1 MR-376-X76-13B000$130.mif
13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
Tool command Diagnostic tool title Comments
RZ001Fault memoryThis command is used for clearing the computer's stored
faults
RZ002EGR programming adaptivesUse this command when replacing the EGR valve (not
applicable to K9K796 Euro 2).
RZ004Pressure regulation adaptivesUse this command when simultaneously replacing the four
injectors and after replacing/retightening the accelerometer.
It enables you to reset the injector adaptives.
RZ005ProgrammingThis command enables you to reinitialise the entire computer
configuration.
AC001Preheating unitActivating this controls the preheating unit to test the heater
plug supply.
AC002EGR solenoid valveActivating this enables an audible check of the mechanical
operation of the EGR valve (not applicable to K9K796
Euro 2).
AC004Turbocharging solenoid valveActivating this enables an audible check of the operation of
the turbocharging solenoid valve.
AC005Cylinder 1 injectorActivating this enables an audible check of the injector on
cylinder 1.
AC006Cylinder 2 injectorRunning this allows you to you listen to the injector on
cylinder 2 when operating.
AC007Cylinder 3 injectorActivating this enables an audible check of the injector on
cylinder 3.
AC008Cylinder 4 injectorActivating this enables an audible check of the injector on
cylinder 4.
AC010High pressure pumpActivating this lets you listen to the operation of the high-
pressure pump.
AC028Static testActivating this enables fault finding to be run on the EGR,
high pressure pump and water in fuel warning light circuits
DIESEL INJECTION
Fault finding – Command summary table

13B-160
AFTER REPAIRCarry out a road test followed by a check with the diagnostic tool.
V1 MR-376-X76-13B000$150.mif
DIESEL INJECTION
Fault finding – Fault Finding Chart13B
DCM 1.2 Injection
Program no.: 4C
Vdiag No.: 08
ALP5 Rough idle (pumping)
NOTESOnly address this customer complaint after a complete check with the diagnostic
tool.
Check that the tank is correctly filled and that the appropriate fuel is used.
Apply test 13 Diesel fuel conformity check.
Check the low pressure circuit by running TEST 1 Low pressure circuit check.
Using the diagnostic tool, check that the injector codes (C2I) are correctly entered on the identification screen. If
not, configure the correct injector codes using command SC002 Enter injector codes
Visually check the condition of the engine wiring harness.
Visually check that there are no leakages on the high pressure circuit by running TEST 7 High pressure circuit
sealing check.
A
DCM1.2_V08_ALP05