Pdffile 47530 101122111 0000075G.002

GENERAL MANUAL
CR - FORD - DW10CTED4
GENERAL MANUAL
CR - FORD - DW10CTED4
2010
DDNX354(EN)
DDNX354(EN)
Kommen Sie nicht mit dem Hochdruckstrahl in Verbindung! Besonders nicht, wenn Whilst every care has been taken in compiling the information in this publication, Delphi Diesel Systems Ltd. cannot accept legal liability for any inaccuracies.
Druckrohrleitung oder Dichtung geprüft werden! Hochdruckflüssigkeiten können tödliche Delphi Diesel Systems Ltd. has an intensive programme of design and development which may well alter product specification. Delphi Diesel Systems Ltd.
Verletzungen verursachen! Im Falle einer Berührung mit der Haut, kontaktieren Sie sofort reserve the right to alter specifications without notice and whenever necessary to ensure optimum performance from its productrange.
einen Arzt. Bitte beachten Sie die Gesundheits-/und Sicherheitsunterlagen. All Rights Reserved
No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form, or by any means, electronic, mechanical, photocopying,
Mantenga las manos y el cuerpo lejos del rociado del líquido, especialmente inyectores, recording or otherwise, without the prior permission of Delphi Diesel Systems Ltd.
tuberías y juntas de alta presión con fugas. La inyección de alta presión puede perforar la
piel humana y producir una lesión fatal. En caso de que la inyección atraviese la piel,
consiga atención médica inmediatamente. Vea la hoja de Datos de Sanidad y Seguridad.
Do not put your skin into the fuel jets under pressure, especially those due to pressure
pipe or seal leaks. High pressure liquids can cause deadly injuries. In case of an injection
under the skin, contact a doctor immediately. Please refer to the health and security fuel
documents. Il a été apporté une attention particulière pour garantir l'exactitude des renseignements contenus dans cette publication par Delphi Diesel Systems Ltd., mais
la société décline toute responsabilité légale à cet égard. Delphi Diesel Systems Ltd. poursuit un programme intensif de conception et de développement
Ne pas approcher les mains ni le corps des jets de liquides, particulièrement ceux qui peut entraîner la modification des spécifications des produits. Delphi Diesel Systems Ltd. se réserve le droit de modifier les spécifications, sans pré-
provenant des fuites de tuyaux et des joints soumis à la haute pression. Le liquide sous avis et si cela est nécessaire, pour assurer les performances optimales de sa gamme de produits.
Tous droits réservés
haute pression injecté sous la peau peut causer des blessures mortelles. En cas
Toute reproduction, mémorisation dans un système informatique ou transmission sous quelle que forme que ce soit, ou par tout moyen électronique,
d’injection sous la peau, consulter immédiatement un médecin. Se reporter a la fiche de mécanique, par photocopie, enregistrement ou autre de cette publication est interdit sans l'autorisation préalable de Delphi Diesel Systems Ltd.
santé et de sécurité du gazole.
Non esporre le mani o altre parti del corpo a getti di gasolio ad alta pressione,
specialmente a quelli provenienti da tubi o paraolii. I getti di liquidi ad alta pressione
possono causare ferite anche mortali. In caso di iniezione sotto pelle contattare
immediatamente un medico. Fare riferimento alle schede di sicurezza del gasolio.
Zorg dat uw handen of andere lichaamsdelen niet in contact komen met vloeistofstralen
Anche se ogni cura è stata adottata nel compilare le informazioni di questa pubblicazione, Delphi Diesel Systems Ltd. Declina qualsiasi responsabilità per
onder hoge druk, met name bij een lek aan een leiding of dichting. Als de vloeistof onder eventuali imprecisioni. Delphi Diesel Systems Ltd. svolge un intenso programma di progettazione e sviluppo che potrebbe modificare le specifiche del prodotto.
hoge druk onder de huid terechtkomt, kan dit zelfs tot dodelijke verwondingen leiden. Als Delphi Diesel Systems Ltd. si riserva il diritto di modificare le specifiche senza preavviso e ogniqualvolta lo ritenga necessario ai fini assicurare le prestazioni
de vloeistof onder de huid terechtkomt, onmiddellijk een arts raadplegen. Lees de gezon- ottimali dalla sua gamma di prodotti.
dheids-en veiligheidsfiche met betrekking tot de brandstof.z Tutti i diritti riservati
Nessuna parte di questa pubblicazione può essere riprodotta, memorizzata in un sistema elettronico o trasmessa in qualsiasi forma o con qualsiasi mezzo,
Não exponha a pele a jactos de combustível sob pressão, especialmente os devidos a elettronico, di fotocopiatura, di registrazione o altro, senza previa autorizzazione di Delphi Diesel Systems Ltd.
fugas de tubos de pressão ou vedantes. Líquidos a alta pressão podem causar ferimentos
mortais. No caso de injecção subcutânea, consulte imediatamente um médico. Consulte
or favor a documentação respeitante a saúde e segurança de combustíveis.
Schutzbrille/Gesichtsschutz tragen. Proteggersi gli occhi/la faccia.

Aunque hemos tomado todas las precauciones necesarias al recopilar esta publicación, Delphi Diesel Systems Ltd. no acepta ninguna responsabilidad legal
por inexactitudes que puedan aparecer en la misma. En Delphi Diesel Systems Ltd. se sigue un programa intensivo de diseño e investigación el cual podría
Úsese protección para los ojos/la cara. Veiligheidsbril/-masker gebruiken. en cualquier momento alterar la especificación de los productos. Delphi Diesel Systems Ltd. se reserva el derecho de alterar las especificaciones
sin notificación previa y siempre que esto sea necesario para asegurar el mejor funcionamiento posible de sus productos.
Todos los Derechos Reservados
Wear eye/face protection. Use protecção da face/olhos. No se permite copiar, almacenar en sistema recuperable ni transmitir esta publicación de ninguna forma o medio electrónico, mecánico, de fotocopia,
grabación o cualquier otro, sin autorización previa de Delphi Diesel Systems Ltd.
Porter un appareil de protection
des yeux / du visage.
Von Zündquellen fernhalten Conservare lontano da fiamme

- Nicht rauchen. e scintille - Non fumare.
Bei der Zusammenstellung der in dieser Veröffentlichung enthaltenen Informationen wurde mit größtmöglicher Sorgfalt vorgegangen. Delphi Diesel Systems
Conservar alejado de toda llama Ver van open vuur en ontstekingsbronnen Ltd. kann jedoch rechtlich nicht für etwaige Ungenauigkeiten zur Verantwortung gezogen werden. Delphi Diesel Systems Ltd. führt ein forlaufendes Design
o fuentede chispas - No fumar. houden - Niet reken. und Entwicklungsprogramm durch, weshalb es möglich ist, daß sich Produkdaten ändern. Delphi Diesel Systems Ltd. behält sich das Recht vor, ohne
Vorankündigung Spezifikationen jederzeit zu ändern, um die optimale Leistung seiner Produkte sicherzustellen.
Alle Rechte vorbehalten.
Keep away from sources of ignition Mantenha afastado de fontes
Kein Teil dieser Veröffentlichung darf ohne vorherige Genehmigung durch Delphi Diesel Systems Ltd. abgedruckt, in einem Datenverarbeitungssystem
- No smoking. de ignição - Proibido fumar. gespeichert oder auf irgendeine Art und Weise, sei es auf elektronischem oder mechanischem Wege, durch Fotokopiren, Aufzeichnen oder auf sonstige Art,
übertragen werden.
Conserver à l'écart de toute flamme ou
source d'étincelles - Ne pas fumer.
Geeignete Schutzhandschuhe tragen. Usare guanti adatti.

Ainda que se tenha lido o máximo cuidado na compilação da informação contida nesta publicação, a Delphi Diesel Systems Ltd., não pode aceitar qualquer
Aangepaste veiligheidshandschoenen responsabilidade legal por inexactidões. ADelphi Diesel Systems Ltd. tem um programa intensivo de projecto e desenvolvimento qe pode porventurau
Usen guantes adecuados. alterar as especificações do produto. ADelphi Diesel Systems Ltd. reserva o direito de alterar especificações sem aviso e sempre que seja necessario
dragen
para assegurar um desempeho óptimo da sua linha de produtos.
Todos os direitos reservados.
Wear suitable gloves. Use luvas apropriadas. Nenhuma parte desda publicação pode se reproduzida, armazenada num sistema de onde possa ser recuperada ou transmitida de alguma forma, ou por
quaisquer meios, electrónico, mecânico, de fotocópia, gravação ou outros, sem autorização antecipada de Delphi Diesel Systems Ltd.
Porter des gants appropriés.

TABLE OF CONTENTS
SPE CIAL FE AT URE S OF THE SYST EM I
RE MOVAL / REF IT TI NG II
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Produced and published by:

Delphi France SAS
Diesel Aftermarket
12 - 14 Boulevard de l’industrie
41042 Blois Cedex Tel: (+33) (0) 2 54 55 39 39
France Fax: (+33) (0) 2 54 55 39 12
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 i

I SPE CIAL FE ATUR ES O F T HE SYST EM
TABLE OF CONTENTS
1. FORD DW10CTED4 ENGINE SPECIFICATIONS

1.1 DESCRIPTION................................................................................................................................................................1-1
1.2 TECHNICAL SPECIFICATIONS......................................................................................................................................1-4
2. PARTS SUPPLIED BY DELPHI
2.1 HIGH PRESSURE PUMP................................................................................................................................................2-5
2.1.1 Transfer pump..............................................................................................................................................2-7
2.1.2 High pressure pump....................................................................................................................................2-7
2.1.3 Inlet metering valve (IMV)...........................................................................................................................2-8
2.1.4 Fuel temperature sensor..............................................................................................................................2-9
2.1.5 Venturi...........................................................................................................................................................2-9
2.1.6 Oldham coupling........................................................................................................................................2-11
2.1.7 HP outlet......................................................................................................................................................2-11
2.1.8 Pressure limiter..........................................................................................................................................2-12
2.1.9 LP unions....................................................................................................................................................2-12
2.2 INJECTORS..................................................................................................................................................................2-13
2.2.1 Specifications.............................................................................................................................................2-13
2.2.2
2.2.3
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Cylinder head location...............................................................................................................................2-14
Sealing on the cylinder head.....................................................................................................................2-14
2.2.4
2.2.5
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Electrical checks.........................................................................................................................................2-14
LP backleak circuit......................................................................................................................................2-15
2.2.6
2.2.7 e
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Injector resetting strategy..........................................................................................................................2-18
2.3
2.2.8
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"Cylinder balancing" strategy....................................................................................................................2-18
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DCU..............................................................................................................................................................................2-19
2.3.1
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Specifications.............................................................................................................................................2-19
2.3.2
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The Inputs / Outputs...................................................................................................................................2-22
3.
3.1
3.2
OTHER COMPONENTS
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TUBULAR RAIL............................................................................................................................................................3-27
HIGH PRESSURE PIPES..............................................................................................................................................3-29
3.3 FUEL FILTER................................................................................................................................................................3-31
4. SPECIAL FEATURES OF THE COMMON RAIL SYSTEM
4.1 FUEL CIRCUIT..............................................................................................................................................................4-35
4.1.1 Schematic...................................................................................................................................................4-35
4.1.2 Dry tank strategy........................................................................................................................................4-35
4.1.3 Supply circuit..............................................................................................................................................4-36
4.1.4 Return circuit..............................................................................................................................................4-36
4.2 DIESEL PARTICULATE FILTER (DPF).........................................................................................................................4-37
4.2.1 Principle:.....................................................................................................................................................4-37
4.2.2 DPF regeneration by "differential pressure":...........................................................................................4-38
4.2.3 Mileage regeneration:................................................................................................................................4-38
4.2.4 Forced regeneration:..................................................................................................................................4-38
4.2.5 Natural regeneration:.................................................................................................................................4-39
4.2.6 Specific features in After-market:.............................................................................................................4-39
4.3 AIR CIRCUIT.................................................................................................................................................................4-40
4.3.1 Schematic...................................................................................................................................................4-40
4.3.2 Vacuum circuit............................................................................................................................................4-40
© Delphi
ii DDNX354(EN) - Issue 1 of 01/2010

SPE CIAL F EAT URES OF THE SYS TEM I
TABLE OF CONTENTS
4.3.3 Variable geometry turbo (VGT).................................................................................................................4-41

4.3.4 Heat exchanger : Air / Turbo circuit..........................................................................................................4-43
4.3.5 Heat exchanger : Coolant / EGR circuit.....................................................................................................4-43
4.4 ELECTRICAL SUPPLY..................................................................................................................................................4-44
4.5 PASSENGER COMPARTMENT UNIT.........................................................................................................................4-47
4.6 CAN (CONTROLLER AREA NETWORK).....................................................................................................................4-49
4.6.1 Description..................................................................................................................................................4-49
4.7 ENGINE IMMOBILISER...............................................................................................................................................4-51
4.8 DIAGNOSTICS.............................................................................................................................................................4-52
4.8.1 Diagnostic communication........................................................................................................................4-52
4.8.2 Diagnostic socket.......................................................................................................................................4-52
4.9 Actuators......................................................................................................................................................................4-54
4.9.1 Inlet metering valve (IMV).........................................................................................................................4-54
4.9.2 On/Off solenoid valves for the EGR by-pass............................................................................................4-54
4.9.3 PWM solenoid valves for the VGT............................................................................................................4-55
4.9.4 EGR valve....................................................................................................................................................4-56
4.9.5 Inlet air flap valve unit...............................................................................................................................4-57
4.9.6
4.9.7
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DPF injector supply electric pump ...........................................................................................................4-57
DPF Injector.................................................................................................................................................4-57
4.9.8
4.9.9
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Oil vapour recycling heater.......................................................................................................................4-58
Fuel heater..................................................................................................................................................4-58
4.10
4.9.10
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A/C compressor clutch...............................................................................................................................4-58
Pressure sensors.........................................................................................................................................................4-59
4.10.1
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Rail pressure sensor...................................................................................................................................4-59
4.10.2
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4.10.3 Atmospheric pressure sensor...................................................................................................................4-60
4.10.4 Refrigerant fluid pressure sensor.............................................................................................................4-60
4.10.5 Inlet air pressure / temperature sensor....................................................................................................4-60
4.11
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DPF differential pressure sensor...............................................................................................................4-61
Temperature sensors:.................................................................................................................................................4-62
4.11.1 Air temperature sensor (integral in air flowmeter).................................................................................4-62
4.11.2 Coolant temperature sensor......................................................................................................................4-62
4.11.3 Fuel temperature sensor............................................................................................................................4-63
4.11.4 Pre- and post- precatalyser temperature sensors...................................................................................4-64
4.12 Position sensors:.........................................................................................................................................................4-65
4.12.1 Crankshaft position sensor (CRANK)........................................................................................................4-65
4.12.2 Camshaft position sensor (CAM)..............................................................................................................4-65
4.12.3 VGT position sensor...................................................................................................................................4-66
4.12.4 EGR valve position sensor.........................................................................................................................4-66
4.12.5 Inlet flap valve position sensor.................................................................................................................4-67
4.12.6 EGR exchanger by-pass position sensor..................................................................................................4-67
4.12.7 Accelerator pedal position sensor............................................................................................................4-68
4.13 Other sensors..............................................................................................................................................................4-69
4.13.1 Air flowmeter..............................................................................................................................................4-69
4.13.2 Oil level sensor...........................................................................................................................................4-70
4.13.3 O2 sensor....................................................................................................................................................4-70
4.13.4 Accelerometer sensor................................................................................................................................4-70
4.13.5 Water detector in the diesel filter..............................................................................................................4-71
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 iii

TABLE OF CONTENTS
4.13.6 Brake pedal switch(es)...............................................................................................................................4-72

4.13.7 Clutch pedal switch (es).............................................................................................................................4-72
4.14 Information..................................................................................................................................................................4-73
4.14.1 "Key present" information.........................................................................................................................4-73
4.14.2 "Vehicle speed" information......................................................................................................................4-74
4.14.3 "Battery voltage" information....................................................................................................................4-74
4.14.4 "Sensor voltage" information....................................................................................................................4-74
4.14.5 "Gear engaged" information.....................................................................................................................4-74
4.15 LEDs..............................................................................................................................................................................4-75
4.16 Default modes.............................................................................................................................................................4-75
4.17 Recovery modes..........................................................................................................................................................4-75
4.17.1 Diagnostic LED...........................................................................................................................................4-75
4.17.2 Fast idle.......................................................................................................................................................4-76
4.17.3 "Reduced fuelling" mode...........................................................................................................................4-76
4.17.4 "Optional reduced fuelling" mode............................................................................................................4-76
4.17.5 "Fixed fast idle" (Limp home) mode.........................................................................................................4-76
4.17.6 Engine stop.................................................................................................................................................4-76
4.18
4.17.7
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Timed engine stop.....................................................................................................................................4-76
Engine torque..............................................................................................................................................................4-76
4.18.1
4.18.2
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"Indicated" torque ......................................................................................................................................4-77
"Resistant" torque.......................................................................................................................................4-77
4.18.3
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"Driver request" torque..............................................................................................................................4-77
Driver torque request filtering...................................................................................................................4-77
4.19
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4.20
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4.21 Rail pressure management........................................................................................................................................4-79
4.21.1 Principle......................................................................................................................................................4-79
4.21.2 Pressure increase.......................................................................................................................................4-80
4.22
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Pressure discharge.....................................................................................................................................4-80
Injection phasing.........................................................................................................................................................4-80
4.23 Injected fuel flow.........................................................................................................................................................4-81
4.24 EGR management.......................................................................................................................................................4-82
4.24.1 Principle......................................................................................................................................................4-82
4.24.2 Catalytic converters....................................................................................................................................4-83
4.25 Engine cooling ............................................................................................................................................................4-84
4.26 Additional heating.......................................................................................................................................................4-85
4.27 A/C management ........................................................................................................................................................4-86
4.27.1 Description..................................................................................................................................................4-86
4.27.2 Components...............................................................................................................................................4-86
4.28 Pre/post heating (PPH)................................................................................................................................................4-87
4.28.1 Principle......................................................................................................................................................4-87
4.28.2 PPH unit.......................................................................................................................................................4-89
4.28.3 Diagnostics (PPH).......................................................................................................................................4-89
4.28.4 LED (PPH)....................................................................................................................................................4-89
4.28.5 Plugs (PPH).................................................................................................................................................4-90
4.29 Optional equipment....................................................................................................................................................4-91
4.29.1 Vehicle cruise control and speed limiter (VCC or LVS)...........................................................................4-91
4.29.2 "Durashift" automatic transmission..........................................................................................................4-92
© Delphi
iv DDNX354(EN) - Issue 1 of 01/2010

TABLE OF CONTENTS
5. COMPONENT PLACEMENT
5.1 COMPONENT PLACEMENT........................................................................................................................................5-93
5.1.1 Engine compartment.................................................................................................................................5-93
5.1.2 Ford Mondeo passenger compartment....................................................................................................5-94
5.1.3 Ford Galaxy / S-Max passenger compartment........................................................................................5-95
5.1.4 Ford Kuga passenger compartment.........................................................................................................5-96
5.1.5 Ford C-Max passenger compartment.......................................................................................................5-97
5.1.6 Ford Focus passenger compartment........................................................................................................5-98
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DDNX354(EN) - Issue 1 of 01/2010 v

I I RE MOVAL / R EF ITT ING
TABLE OF CONTENTS
6. SUMMARIES
6.1 CLEANLINESS CONDITIONS......................................................................................................................................6-99
6.2 PLUGGING.................................................................................................................................................................6-100
6.3 RAIL/INJECTOR HIGH PRESSURE PIPE...................................................................................................................6-101
6.4 RAIL............................................................................................................................................................................6-102
6.5 INJECTOR..................................................................................................................................................................6-103
6.6 PUMP/RAIL HIGH PRESSURE PIPE..........................................................................................................................6-105
6.7 VENTURI....................................................................................................................................................................6-106
6.8 IMV.............................................................................................................................................................................6-107
6.9 FUEL TEMPERATURE SENSOR...............................................................................................................................6-109
6.10 HIGH PRESSURE PUMP............................................................................................................................................6-111
6.11 FUEL FILTER..............................................................................................................................................................6-113
6.12 DCU............................................................................................................................................................................6-114
6.13 TIGHTENING RECOMMENDATIONS.......................................................................................................................6-115
6.14 SCHEDULE.................................................................................................................................................................6-116
7. PRELIMINARY OPERATIONS
8. REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE
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REMOVING A RAIL/INJECTOR HIGH PRESSURE PIPE..........................................................................................8-119
PREPARING A RAIL/INJECTOR HIGH PRESSURE PIPE..........................................................................................8-120
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REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE............................................................................................8-120
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PREPARING THE RAIL...............................................................................................................................................9-122
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REFITTING THE RAIL.................................................................................................................................................9-122
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10.1
REMOVING/REFITTING AN INJECTOR
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REMOVING AN INJECTOR.....................................................................................................................................10-125
10.2
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PREPARING AN INJECTOR....................................................................................................................................10-127
REFITTING AN INJECTOR......................................................................................................................................10-129
11. REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS
11.1 REMOVAL................................................................................................................................................................11-131
11.2 REMOVING/REFITTING THE PUMP/RAIL HIGH PRESSURE PIPE........................................................................11-136
11.2.1 REMOVING THE PUMP/RAIL HIGH PRESSURE PIPE..........................................................................11-136
11.2.2 PREPARING THE PUMP/RAIL HIGH PRESSURE PIPE.........................................................................11-136
11.2.3 REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE.........................................................................11-137
11.3 REMOVING/REFITTING THE VENTURI..................................................................................................................11-137
11.4 REMOVING/REFITTING THE IMV...........................................................................................................................11-138
11.4.1 REMOVING THE IMV..............................................................................................................................11-138
11.4.2 PREPARING THE IMV.............................................................................................................................11-141
11.4.3 REFITTING THE IMV...............................................................................................................................11-141
11.5 REMOVING/REFITTING THE FUEL TEMPERATURE SENSOR.............................................................................11-142
11.5.1 REMOVING THE FUEL TEMPERATURE SENSOR................................................................................11-142
11.5.2 PREPARING THE FUEL TEMPERATURE SENSOR...............................................................................11-143
11.5.3 REFITTING THE FUEL TEMPERATURE SENSOR.................................................................................11-143
11.6 REMOVING/REFITTING THE HIGH PRESSURE PUMP.........................................................................................11-145
11.6.1 REMOVING THE HIGH PRESSURE PUMP............................................................................................11-145
© Delphi
vi DDNX354(EN) - Issue 1 of 01/2010

REMOV AL / RE FI TTI NG II
TABLE OF CONTENTS
11.6.2 PREPARING THE HIGH PRESSURE PUMP...........................................................................................11-148

11.6.3 REFITTING THE HIGH PRESSURE PUMP.............................................................................................11-149
12. REMOVING/REFITTING THE FUEL FILTER
12.1 REMOVING THE FUEL FILTER................................................................................................................................12-151
12.2 PREPARING THE FUEL FILTER...............................................................................................................................12-154
12.3 REFITTING THE FUEL FILTER.................................................................................................................................12-154
13. REMOVING/REFITTING THE DCU
13.1 REMOVING THE DCU..............................................................................................................................................13-157
13.2 PREPARING THE DCU.............................................................................................................................................13-158
13.3 REFITTING THE DCU...............................................................................................................................................13-158
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© Delphi
DDNX354(EN) - Issue 1 of 01/2010 vii

I II T ECHNICAL I NF ORMAT ION
TABLE OF CONTENTS
14. TECHNICAL INFORMATION

14.1 TIGHTENING TORQUES.........................................................................................................................................14-161
14.2 REFERENCE VALUES..............................................................................................................................................14-162
14.3 TOOLING REQUIRED..............................................................................................................................................14-173
14.3.1 Changes in diagnostic cables................................................................................................................14-173
14.3.2 Changes to "SICMA" connectors...........................................................................................................14-173
14.3.3 Special tooling summary.......................................................................................................................14-173
14.3.4 General tooling summary......................................................................................................................14-174
14.3.5 Consumables summary.........................................................................................................................14-175
14.3.6 Wiring diagrams.....................................................................................................................................14-176
14.4 ABBREVIATIONS AND DESCRIPTIONS.................................................................................................................14-179
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© Delphi
viii DDNX354(EN) - Issue 1 of 01/2010

FORD DW10CTED4 ENGINE SPECIFICATIONS
1.1 DESCRIPTION
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Engine change/power index.
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Variable geometry turbo with heat exchanger.
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Cylinder head with 4 valves per cylinder
The design of the new diesel engines must meet the emission control regulations. These regulations impose optimum
control of the injection system to improve emission control, driveability, economy and reliability.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 1-1


The engine arrangement is of the multi-valve direct injection type, meaning that the fuel is injected directly into the piston
crown between the two camshafts.
The engine output is therefore improved by:
• A better quality of air and fuel mixture in the cylinder.
• Optimisation of thermal losses.
• Combustion directly in the cylinder.
• Reduction of friction.
• Reduction of weight.
• Optimisation of the inlet and exhaust manifolds.
The injection pressure varies between 300 and 2000 bar depending on engine speed, engine loading and other
parameters.
This assembly is managed by a 32-bit processor DELCO DCU located in the engine compartment.
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© Delphi
1-2 DDNX354(EN) - Issue 1 of 01/2010


Range of vehicles fitted:
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0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 1-3

1.2 TECHNICAL SPECIFICATIONS
py
Co
e
c 0 1 0
Commercial name
Project name n
a 6/2
2l HDI 16V
DW10CTED4
d v
A 7/0
Identification - engine plate RHO2)
RHO2 (RHH 120Kw ) (RHE 110Kw) (RHD 100Kw)
Possible emission controls
Transmission 0 Euro 5
"MMT6" 6-speed manual gearbox.
"MPS6" Automatic transmission.
"XPS6" Semi-automatic transmission.
Design - Cylinder head 4 cylinders in line - 4 valves per cylinder
Cubic capacity 1997 cm3
Bore x stroke - Connecting rod length 85 mm x 88 mm - 145mm
Timing By toothed belt
Inlet air cooling Air/Air exchanger
Turbocharging Variable Geometry Turbo HTT
Idle speed (cold / hot - coolant T°) 800 rpm@20°C - 750 rpm >80°C
Maximum no load engine speed 5100 rpm
Power output 100/110/118 kW - 136/150/160 hp DIN at 4000 rpm
Maximum torque 340 Nm (360 Nm in overboost) at 2000 rpm
© Delphi
1-4 DDNX354(EN) - Issue 1 of 01/2010

PARTS SUPPLIED BY DELPHI
2.1 HIGH PRESSURE PUMP

Pressure is generated by a high pressure pump
DFP3.4. ID mark Description
The pump is driven off the end of the camshaft in a 1 Housing
clockwise direction. 2 Hydraulic head
3 Coupling (Oldham)
Drive ratio 0.5 with reference to the crankshaft (max 4 Fuel temperature sensor
speed : 2250 rpm & 2750 rpm peak). 5 Venturi
The ambient temperature operating range is between 6 HP outlet
-30°C and + 120°C. 7 Transfer pump
8 Inlet metering valve (IMV)
The pump may be stored within a temperature range of
9 Fuel input
-30°C to + 150°C. 10 Fuel outlet
Fuel temperature must be between -30°C and +80°C with
peaks at 90°C and a pressure range of 0 to 1800 bar. 10
Pressure may peak at 2000 bar depending on the over
boost strategy. 6
9
It consists of a mechanical transfer pump, a pressure
stage driven by an inlet metering valve, a fuel
4
temperature sensor and a venturi.
It is designed for:
py
•
•
pressures from 0 to 2000 bar.
a maximum incoming flow of 130 l/h.
Co 7
•
•
injected flows of 0 to 30 l/h.
e
c 0 1 0
Pump speeds of 50 to 2250 rpm (engine drive ratio
8
n
2
0.5)
a 6/2
5
Special features
d v
A 7/0
• Driven by an Oldham coupling (coupling at the end 1
of the camshaft - symmetrical).
•
•
IMV located laterally.
0
Phasing through the design of the pump to
synchronise variations in torque with variations in
timing.
3
CAUTION
When the engine is stopped, fuel is still pressurised in the rail. It is vital to wait for a minimum of 10 minutes before
working on the system.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-5


Test parameters:
Note:
The system takes in air to a maximum of 5 l/h.
Above this, instabilities can occur in the pressure regulation system after 2 or 3 minutes of idling.
When working on the vehicle, drive under load for several minutes to facilitate degassing after repairing air leaks.
Pump s peed Rail pressure HP Flow

(rpm) (bar) (l/h)
50 200 16,8
400 250 42
1000 1400 63
2000 1950 84
Note:
The table above shows the values without IMV regulation (fully open) and fuel at 40°C. This information is given for
y
illustrative purposes only as it cannot be measured on the vehicle.
p
Co
For all operations, all openings must be plugged using clean plugs from the dispenser YDT480.
e
c 0 1 0
The pump is fixed to the cylinder head by three M8 bolts.
n
a 6/2
d v
A 7/0
0
© Delphi
2-6 DDNX354(EN) - Issue 1 of 01/2010

2. 1. 1 Tr ans fer pu mp
• Pump fixed on the main housing by 4 bolts.

• The pressure is regulated to a maximum of 7
bar.
• It has four vanes.
• The filled volume from the filter : 100 cm 3.
• Fuel flow : 5.6 cm3/rev.
• Suction vacuum:
- 200mbar at full load.
- less than 100mbar at idle and ambient
temperature.
- 400mbar max under extreme
conditions (cold fuel, altitude, filter at
end of service life ...).
• Operation on the return circuit: back pressure 250 mbar maximum with 90 l/h and fuel at 40°C.
•
y
Maximum fuel return : 80l/h under full load conditions.
p
Co
The return flow check can be carried out with tool YDT377.
This component does not require any network intervention.
2. 1. 2 Hig h p res s ure pu mp

e
c 0 1 0
• 2 opposed pistons.
n
a 6/2
•
d v
2 pumping chambers of 0.35 cm 3/revolution giving 0.7cm 3 total for the pump.
A 7/0
• Pressure modulation by IMV.
• High pressure regulated by IMV and discharged by the injectors (return circuit to the venturi).
•
0
Integrated pressure limiter (see specific section).
Engine speed : Pump speed: Maximum authorised

(rpm) (rpm) pressure:
(bar)
150 75 500
700 350 800
2000 1000 1600
3000 1500 2000
The pressure can be checked using the H3PI kit YDT278, YDT410 and the HP-T kit YDT465.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-7

Use the HP-T kit with the corresponding routine

activated on the diagnostic tool for high pressure
diagnostic tests.
The "T" can be fitted between the rail and an injector
for easier access (see specific technical bulletin) .
The volume collected by the YDT466 "T" should
be :
• about 300ml for a new system.
• >225ml for a correctly running system.
• <225ml for a faulty system.
2 .1 . 3 Inlet mete rin g v alv e (IMV)
The IMV (brown connector) is installed between the low pressure circuit and the pressure generation stage.
Specifications :
• Supply voltage : +Bat (DCU regulation
py
•
between 8V and 16V).
Co
Control signal : OCR (frequency between 0.25
•
kHz and 2kHz)
Typical currents: e
c 0 1 0
-
n
a 6/2
Around 200mA during full opening
phases such as at engine start.
-
d v
Rarely above 1A other than transitory
A 7/0
phases.
- Stabilised, between 0.55 and 1A.
•
0
Force to disconnect the connector (maximum
50 N along the connector axis)
• Resistance (connector disconnected ) :
• Between 5 and 5.4 Ω at 20°C without
current.
The IMV is used to control rail pressure by regulating the amount of fuel sent to the HP pump components.
The coil can be checked with kit YDT246 (See note in the Tooling section).
The pressure can be checked using the H3PI kit YDT278, YDT410 and the HP-T kit YDT465.
© Delphi
2-8 DDNX354(EN) - Issue 1 of 01/2010

2. 1. 4 F uel temp era ture s ens or
The diesel temperature sensor (green connector) is located in the pump housing in the low pressure circuit of the
HP pump.
• Supply voltage : Vext - +5V max.
• Temperature signal - Variable resistance
according to temperature (-30°C to +85°C).
• Force to disconnect the connector (maximum
50 N along the connector axis)
The sensor helps correct the injection parameters
based on the fuel temperature conditions.
The resistance can be checked with kit YDT246
(See note in the Tooling section).
2. 1. 5 Ventu ri
py
It is located on the pump return.
Co
circuit.
c 0 1 0
The venturi creates a vacuum in the injector return
e
in the pump housing. n
It is connected by a locking plastic connector fitted
a 6/2
v
The fuel backleak is via a LP circuit with special
d
A 7/0
plastic connectors.
When removing or refitting the connectors, always
damaged. 0
keep them axially aligned or the connectors will be
Each connector has a green locking arm to lock it

onto the injector or the pump.
• Locking arm up position = unlocked.
• Locking arm down position = locked.
• When refitting, grease the connection with
ORAPI "CT 615" grease or equivalent.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-9

Use the YDT478 connectors for low pressure

diagnostics.
This vacuum is used to reduce the variation in the
flow to the injectors (shot/shot).
This vacuum assists with the fuel return flow when
discharging the rail pressure via the injectors with
the engine running.
The instantaneous value depends on the flow from
the pump return and injectors.
The minimum vacuum for DFI1.5 is 50 mbar (around
700mbar max).
This vacuum pressure varies according to :

• The speed (pump outlet flow).
• The load (injector backleak flow).
•
y
The fuel temperature (backleak load loss).
p
Fuel returns directly to the fuel tank.
o
This component does not require any network intervention.
C
CAUTION
e
c 0 1 0
When running the dynamic hydraulic diagnostic test with the kit YDT465, the opening on the pump must not be
plugged.
n
a 6/2
(the plug might melt with the pump core temperature).
d v
Use the connectors in the kit YDT478 which contains a plug that will withstand the high temperature.
A 7/0
0
© Delphi
2-10 DDNX354(EN) - Issue 1 of 01/2010

2. 1. 6 Old ham cou pling
It connects the HP pump and the engine camshaft.

It transmits torque and compensates for alignment
between the two shafts.
(maximum stress: 22 Nm continuous average for
2000 bar at 2000 rpm with 1.2 l/m injected - 40 Nm
peak full load)
It must be lubricated when first fitted to the pump
shaft and supported by the operator during fitting
to the engine.
Lubrication is supplied by the engine oil during
operation.
This part does not require any specific
maintenance.
The surface is naturally shiny and so does not
signify wear.
py
If lost or damaged, replace with a new part.
There is no incorrect way of fitting on the pump (symmetrical design).
2. 1. 7 HP outlet
Co
e 1 0
It creates a hydraulic connection between the pump
c 0
and the rail via a 1/4 inch HP tube (outer 6.35 mm).
n
a 6/2
It has a diameter of M14 x 1.5 mm.
v
This part should only be manipulated in accordance
d
A 7/0
with recommendations (safety, cleanliness,
tightening, etc. see specific operations)
It is fitted in the main housing.
CAUTION 0
A counter torque is required for all tightening/
slackening operations on the HP tube.
The HP pipe cap nut torque must not exceed
32Nm (see specific section).
This part does not require any network intervention.

© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-11

2.1.8 Pressure lim iter
This unit mechanically limits the pressure to 2350

bar +/- 100 bar.
It discharges the pressure on an ad hoc basis if IMV
regulation is no longer active or if discharge via the
injectors is not being managed.
The fuel is recycled to the pump inlet in the low
pressure section.
This component does not require any network
intervention.
2 .1 . 9 LP union s
The pump has a low pressure inlet and outlet.

py
These parts do not require any network
intervention.
Co
The connections are made using quick release
connectors:
• e
c 0 1
The supply (inlet : from the filter) has a
0
diameter of 10 mm / white.
n
a 6/2
•
v
The return (outlet: to the tank) has a diameter
of 8 mm / green.
d
A 7/0
0
Each connector has a white or green mechanism to
1
lock it to the pump.
For all operations, all openings must be plugged 2 3

using clean plugs from the dispenser YDT480.
© Delphi
2-12 DDNX354(EN) - Issue 1 of 01/2010

2 .2 INJECTORS
The injector is DELPHI type DFI1.5 and conforms to Euro5 standards.

It allows multi-injection (pilots, main and post injection for the DPF).
Unlike previous versions (DFI1.2 or DFI1.3 injectors on
the PUMA or LYNX engines), the internal design Valve CVA valve
incorporates a combined valve and adaptor plate. BackLeak Extern / Body
The valve inside is closed when there is no electrical
supply.
INO
No fuel can be injected if the DCU is off or if a control
wire is cut.
SPO
NPO
Adaptor plate
py
o
2. 2. 1 Spec ification s
•
•
It is of the "solenoid" type.
e
The injector is a monoblock type.C 0
• The body diameter is 19mm .
n c 0 1
a 6/2
• The HP Connector is M14x1.5 mm.
•
v
LP backleak by quick-release.
d
A 7/0
• The injector has 8 injection holes in a
symmetrical pattern at 45° intervals.
•
•
Correction). 0
It uses C3I (Improved Indépendant Injector
The C3I contains 20 alphanumeric

characters, it is displayed on :
- A label glued to the injector body.
- A plastic plate fixed to the injector body.

• It has a captive sealing washer.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-13

2 .2 . 2 Cylin der hea d lo cation
Cylinder head location :

• Each injector is secured by a clamp in the
cylinder head well between the two
camshafts.
• Clamping is applied to the injector using a
forked clamp bolted to the cylinder head.
• The fork clamp bolt is a hexagonal socket
type (6mm socket).
• The injector must be positioned with the
connector facing the operator.
Removing the injector from the cylinder head is

easier using the YDT522 chuck only in cases of
light seizure.
2 .2 . 3 Sealing on the cy linde r head
py
A seal is fitted between the cylinder head and the
o
injector contact face (copper washer - thickness 2.25
mm).
e C
This washer is a captive type and is factory fitted.
0
it is vital to replace the washer.
n c 0 1
If the injector has been removed and is to be reused,
v
washer (See specific Method section) .
a 6/2
Delphi supplies a special "After-sales" replacement
d
A 7/0
0
2 .2 . 4 Elec trica l ch ecks
Electrical supply is provided by a (grey "FCI" 2 pin)

connector locked to the injector body.
The recommendations for operations on the
connector must be carefully followed (See Remove/
Refit section) .
The injector connector on the harness and the seal
itself can be replaced individually on request (See
Remove/Refit) .
Each injector has its own connector.
CAUTION
Never swap the connectors between injectors with
the engine running.
Use the YDT471 cable for electrical tests.

© Delphi
2-14 DDNX354(EN) - Issue 1 of 01/2010

YD T471
Y DT471
V
O RP M
(T R/ MI N. )
VC I / DIA MAN D
2. 2. 5 L P bac kleak cir cuit
The injector fuel return is via a special LP circuit.

The circuit returns to the HP pump venturi that generates the vacuum.
The circuit has special connectors and preshaped tubes.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
onto the injector or the pump.
•
0
Each connector has a green locking arm to lock it
Locking arm up position = unlocked.

CAUTION
• Never detach an injector connector without
having unlocked it first (this will destroy the
plastic ring).
• Once it has been unlocked, never pull the
connector by the green unlocking arm or it
may come out and fall into the engine
compartment.
• When refitting, grease the O rings with ORAPI
"CT 615" grease or equivalent.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-15


Use the YDT478 connectors for low pressure diagnostics.
When running the dynamic test activated by the diagnostic tool, the backleak volume per injector must be less
than 36ml.
During an operation, the connections and surrounding area must be protected from fuel spills.
5 B
3 4
2
1
B
B A
B
B
C
t°
py
CAUTION
Co
The LP circuit design does not allow partial removal.
It is recommended to remove the injector
e
c 0 1
connectors first, to make this operation easier.0 1
n
A
a 6/2
The operation sequence must be followed or
damage will ensue.
Always start by:
d v
•
A 7/0
Unlock ; remove and plug the timing side
cylinder. x4
•
0
Repeat the operation on the following
cylinders up to the HP pump.
Refit in reverse order: HP pump then the cylinders Y DT273/YDT266
up to the one on the timing side.

Never apply force or flexion to the low pressure
circuit.
© Delphi
2-16 DDNX354(EN) - Issue 1 of 01/2010

CAUTION
Check the connector O ring condition to prevent
leaks or air getting into the backleak circuit.
Replace if necessary (Reference: 9001-888).
For all operations, all openings must be plugged
using clean plugs from the dispenser YDT480.
2. 2. 6 C3 I
This code defines the control parameters for the

injector's initial start-up.
py
It consists of 20 alphanumerical characters.
due to their location:

Co
The C3I is displayed in two places on the injectors
•
• e
On a label stuck to the body itself.
c 0 1
On a plastic plate on the upper part.0
n
a 6/2
The C3I is on three lines of 2 mm high characters.
v
It should be read from the top left of the top line
d
A 7/0
down to the bottom right of the bottom line.
On certain vehicle layouts, it may be necessary to
0
use a mirror to read it on the engine.
CAUTION
When refitting injectors, it is recommended to note the C3I and the cylinder allocation before installing the
injectors.
It is vital that the C3I matches its cylinder allocation.
Cylinder n°1 is on the timing side and n°4 is on the clutch side.
The diagnostic tool has special functions to display or enter a new C3I when replacing one or more injectors.
The content of the C3I is secured by a checksum.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-17

2 .2 . 7 Injec tor re se tting str ategy
The DW10C resetting strategy is different from

the PUMA et LYNX.
The system no longer integrates an engine block
accelerometer sensor to detect combustion noise.
The new strategy is known as the «PICL» : Pilot
Injection Closed Loop..
It is based on point variations of the crankshaft engine speed sensor.
• Deceleration profile.
py
These variations are taken into account under specific conditions :
•
•
No engine load ("foot-off").
Minimum vehicle speed 50km/h.
Co
•
e 0
Regulated pressure ranges : 250 / 450 / 800 / 1300bar.
c 0 1
(Above 1300bar, there is no measurement as the noise will be audible to the driver)
n
a 6/2
Correction factors have been set for injected volumes of 0.8mg / 1.2mg and 2mg per stroke (No correction above
5mg).
d v
A 7/0
Under these conditions, the DCU increments the injector pulses (μs) until a rise in engine speed is detected.
The DCU records the average of the last 2 values as the final value (no increase or decrease in engine speed).
0
The DCU takes sequential samples for all the injectors to define the set of parameters.
An average distance of 300/500km is needed to update the reset parameters.
The MDP (Minimum Drive Pulse) order of magnitude is around 300μs for high pressures and 200μs for low
pressures.
CAUTION
In extreme cases, where the driver never drives under reset activation conditions, a fault code may be raised.
Injector replacement would be inappropriate and the symptom will reappear.
If the hydraulic diagnostic results are normal, it is recommended to drive the vehicle under the conditions
described above before replacing one or more injectors.
The driver should be advised on the necessary driving conditions to be observed.
2 .2 . 8 "Cylinder balancing" s tr ategy
Instantaneous cylinder balancing is evaluated on an engine 180° range.

This allows cylinder-to-cylinder comparisons.
The comparison is made on the basis of the average established for the 4 cylinders.
This factor is the complete image of the behaviour of each engine cylinder (injection ; piston rings ; valves…).
© Delphi
2-18 DDNX354(EN) - Issue 1 of 01/2010

2 .3 DCU
The DCU is a DELPHI DCM3.5 type and conforms to Euro5 standards.
2. 3. 1 Spec ification s
Description :
• Normal operating voltage: from 10V to 16V.
• 154 pin (2 x 53 pin and 1 x 48 pin).
• 32 bit - 130Mhz microprocessor with external ZZZ Z80 3.5
96Z Z D
CM
~
flash memory.
~
XXX
X V
12
MO XX XX
CE XXX XXXX
0C_ XXX XXX
W1 XXX XX
M _D XXX
CM XXX
DS_ XXX
D XXX
XXX
W XX
H
The DCU controls the following functions :

• Voltage supply.
• Engine immobiliser.
• Pre-post heating.
• EGR.
• Cooling and coolant temperature.
• Turbo boost.
py
•
• Flows and timing.
Co
Air conditioning compressor management
•
•
The particle filter.
CAN intercommunication. e
c 0 1 0
• System diagnostics.
n
a 6/2
v
It has three independent connectors (PCC ; IMC ; EMC).
d
A 7/0
They are sealed and locked in the connected position.
Each connector has colour-coded foolproofing:
•
• 0
Pass Conn: 53 way - black.
IMC: 53 way - brown.
• EMC: 48 way - grey.
CME CMI CH
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-19


The electrical connectors can be checked with the kit YDT481.
The kit has 3 interfaces:
• For the grey 48 way: YDT482.
• For the brown 53 way: YDT483.
• For the black 53 way: YDT484.
Kit YDT481
py
YDT482
Co YDT483 YDT484
e
c 0 1 0
The DCU input/output diagnostics can be done with
the terminal box kit.
n
a 6/2
d v
A 7/0
0
© Delphi
2-20 DDNX354(EN) - Issue 1 of 01/2010

Depending on the vehicle model, it is located in the

engine compartment or in the bumper.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-21

2 .3 . 2 The Inpu ts / O utputs
CME CMI CH
EMC - Diagnostic with interface YDT482

4 3 2 1
py
M Injector cyl 4
Co Injector cyl 4 Injector cyl 2 Injector cyl 3
(clutch side)
e
c 0 1 0(clutch side)
L Injector cyl 1
n
a 6/2
Injector cyl 1 Injector cyl 2 Injector cyl 3
(timing side)
d v (timing side)
A 7/0
K Not used DPF injector relay control Not used Not used
status
J
H
Not used
0
Pre-post heating unit
Fuel T° signal
Coolant T° signal
Not used
Post-catalyser T° signal
Pre-DPF T° signal
Ambient air T° signal
control (PPH)
G Not used Not used Pre-catalyser T° signal CRANK signal
F Not used Flowmeter ait T° signal 5V supply n°1 5V supply n°3
(CRANK and CAM
sensors)
E Not used Starter motor inhibited 5V supply n°1 CAM signal
(engine running)
D IMV control (PWM) Water present in d ie sel DPF differential P° signal Engine oil level signal
C 5V supply n°2 Flowmeter sig nal Vehicle "crash" "Ready to start" status
(DPF differential P° information
sensors)
B 5V supply n°2 Sensor earths Sensor earths Line K
(AMF - ambient air T°) (Crank; Coolant T°)
A Sensor earth(Fuel T° ; Sensor earths(Pre + Post Sensor earths( Diff P° DPF Alternator LIN
CAM) cata T°) - oil level )
© Delphi
2-22 DDNX354(EN) - Issue 1 of 01/2010


1 2 3 4 5
Not used Not used EGR exchanger by- VGT diaphragm +Batt supply (Fuel
pass control control (PWM) heater ; SV VGT)
6 7 8 9 10 11 12 13 14 15 16 17
EGR DPF Inlet air Not Not DPF Not 5V 5V 5V 5V + Batt
valve supply T°air used used injector used supply n supply n supply n supply n supply
control pump tempera relay °3 °1 °1 °2 (EGR By-
"+" control ture control (Rail (manifol (EGR (EGR by- pass SV)
pressur d air position pass
e) pressur ) position
e + sensor)
tempera
ture ;
VGT and
py air flap
valve
Co position
)
18 19 20 21
e
22
c 0 1 0 23 24 25 26 27 28 29
EGR
valve
Air flap
position
Rail
pressur
Not
used n O2
a 6/2
probe
O2
probe
O2
probe
EGR
valve
Not
used
n°2 5V
supply
5V
supply n
+ Batt
supply
control signal e signal
d v (Trim (pumpin (earth) position (Clutch °2 (IMV)
A 7/0
"-" resistan g signal master
ce) current) cylinder
0 position
)
30 31 32 33 34 35 36 37 38 39 40 41
Air flap Manoco Inlet air CAN2_ O2 Signal Acceler Acceler Sensor Sensor Sensor + Batt
valve ntact pressur H probe position o1 o1 earths earths earths supply
control min oil P e signal signal VGT - + (manifol (clutch (Water
"+" ° (Nernst (not (not d air pedal in the
voltage) present) present) pressur type fuel
e + T° ; 25% ; P detector
air flap rail ; ; O2
valve position probe)
position EGR and
) EGR by-
pass)
42 43 44 45 46 47 48 49 50 51 52 53
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-23


Air flap EGR Clutch CAN2_L Not PPH unit Acceler Acceler Acceler Sensor Sensor O2
valve exchang signal used Diag o2 o2 ometer earths earths probe
control er by- (Type (PPH) - + screenin (VGT heating
"-" pass 25%) (not (not g position
position present) present) )
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
2-24 DDNX354(EN) - Issue 1 of 01/2010

PCC - Diagnostic with interface YDT483

1 2 3 4 5
Main relay n°1 + Batt Protected main relay Power earth n°1 Power earth n°2 Protected main relay
supply + Batt supply + Batt supply
6 7 8 9 10 11 12 13 14 15 16 17
Main Add. Not Not Engine Second Fan 2 Fan 1 Alternat Not AC Not
relay n° Heating used used running ary (PWM) or- used compres used
2 + Batt control info. relay/ starter sor relay
supply add._1 power start control
control authoris
ation
18 19 20 21 22 23 24 25 26 27 28 29
+ Batt Remote 5V 5V Brake Not Not "Neutral Fan diag Starter Main Not
supply n control supply n supply n switch 2 used used " status solenoid Relay used
°3 wake °2 °2 control control
(RCW) (acc (A/C P
py
pedal n°
2)
sensor)
Co
30 31 32 33
e
c 0
34
1 0 35 36 37 38 39 40 41
Main
relay n°
Transmi
ssion
Clutch
master
A/C
n
a 6/2
pressur
Pedal
signal
Pedal
signal
LVS
kick-
LIN CAN2_
H
Clutch
signal
CAN1_
H
Fuel
pump
4 + Batt status at cylinder
d v
e signal accel._2 accel._1 down (Type control
A 7/0
supply start position signal 75%) (depend
signal ing on
42 43 44 45 0 46 47 48 49 50 51 52
vehicle)
53
Not Sensor Sensor Sensor 5V Sensor Sensor Sensor CAN2_L Acc CAN1_L Power
used earths earths earths supply n earths earths earths pedal earth n°
(clutch (acc (A/C °1 (acc (LVS/ (clutch signal 3
pedal pedal n° pressur (acc pedal n° CC) master PWM -
75%) 2) e) pedal + 1) cylinder single
clutch position track
position )
)
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 2-25

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
2-26 DDNX354(EN) - Issue 1 of 01/2010

OTHER COMPONENTS
3 .1 TUBULAR RAIL
The rail is supplied by FORD (LAJOU).
The rail is of the forged tubular type with the pressure
sensor screwed on to the body (may not be removed).
It is located on top of the cylinder head. Cyli nde r n °3
It is located by 3 x M8 bolts. C ylin der n° 4

It has five M14x1.5 openings with inserted jets :
• 1 feed inlet (from the pump). Cyli nde r n °1
• 4 outlets (to the injectors).
C ylin der n° 2
The jets help absorb the pressure waves to limit injected

flow instability.
They cannot be removed from the rail body.
For all operations, all openings must be plugged using
clean plugs from the dispenser YDT480.
Specifications :
•
•
Volume 15 cm 3.
Pressure range: 0 - 2200 Bar.
py
•
•
Exceptional pressure 2500 bar
Burst pressure > 7000 Bar.
Co
CAUTION e
c 0 1 0
working on the system. n
When the engine is stopped, fuel is still pressurised in the rail. It is vital to wait for a minimum of 10 minutes before
a 6/2
d v
Rail pressure sensor
A 7/0
The sensor informs the DCU of the fuel pressure in the
rail.
0
It is positioned perpendicular to the axis of the rail.
It cannot be removed as this would contaminate the
system (refer to the section " Sensors").
Electrical supply is provided by a connector (black 3
pin) locked to the sensor body.
Pressure values: In the transitory phase, the system is
capable of varying the pressure between 230 and 2000
bar in 1.5 to 2s with an injected fuel volume varying from
40 to 0 mm 3/stroke at 1000 rpm.
During the starting phase, the first injection takes place as soon as the system is synchronised and the pressure is greater
than 100 bar.
This pressure is reached in less than 1.5 engine revolutions.
The rail discharge strategy (action on the IMV and discharge via the injectors) allows a pressure drop of 1000 bar per
second.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 3-27

OTHER COMPONENTS
The following operating points should be noted :
Operating point Pressure (bar)

When cranking 300
Idling 300
Maximum torque 1200
Maximum power 2000
Emission #1000
Order of magnitude for operating points (with maximum load):
Engine 800 1500 2000 2500 3000 3500 4000

speed
(rpm)
Max. 470 820 1200 1450 1650 1900 at full 1800 without 2000 at full 1800
pressure
(bar)
py power full power power without full
power
Co
The sensor can be electrically checked with kit YDT246 (See note in the Tooling section).
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
3-28 DDNX354(EN) - Issue 1 of 01/2010

OTHER COMPONENTS
3.2 HIGH PRESSURE PIPES
The HP pipes are supplied by FORD and must be replaced

every time they are removed.
Vital: Operations on the HP pipes must follow the safety
and cleanliness instructions and the correct sequence
(see specific section).
They provide a hydraulic connection between the HP
pump, the rail and the injectors.
The external diameter measures 1/4 inch (outer 6.35
mm).
The inner diameter measures 3 mm.
The DW10CTED4 Delphi application has five HP pipes in
three different designs:
1. 1 pipe between the HP pump and the rail.
2. 1 identically shaped pipe between the rail and
cylinders n°1 or n°3.
3.
y
1 identically shaped pipe between the rail and
cylinders n°2 or n°4.
p
Co
Vital: Maintain the original positioning of the HP pipes
using plastic or rubber clips to absorb the hydraulic
pulses.
e
c 0 1 0
n
a 6/2
d v
Vital: Correctly position the HP pump/rail pipe where it
A 7/0
passes through the protective housing.
The sealing of the HP unions can be tested using the leak
detection cycle.
0
This cycle is activated from diagnostic tool DIAMAND
YDT450/YDT460.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 3-29

OTHER COMPONENTS
CAUTION
Each HP pipe is fitted in one sense only, they are not
reversible.
The black chamfered nut is fitted to the rail side.
For all operations, all openings must be plugged using

clean plugs from the dispenser YDT480.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
3-30 DDNX354(EN) - Issue 1 of 01/2010

OTHER COMPONENTS
3 .3 FUEL FILTER
The filter is supplied by FORD (MANN & HUMMEL) with

replaceable element :
• 60,000 km (normal use).
• 45,000 km (intensive use).
The filter is covered by an anti-shock cover to prevent

bursting in case of accident.
The filter element is located in an aluminium bracket on
the coolant radiator side.
The filter should be bled at every engine service.
The filter cover is fixed by 4 x 30 Torx bolts.
p
The bowl must be cleaned with a "lint-free" cloth.y
Vital: Clean the filter environment before any operation.
type with a 10 mm diameter / white.

Co
The inlet/outlet unions are of the quick release connector
the fuel flow within the filter. e

c 0 1 0
Arrows moulded into the filter indicate the direction of
n
a 6/2
There can be no confusion between the inlet and outlet
as different male and female connectors are used.
d v
A 7/0
0
Each connector has a locking mechanism to lock it to the
1
filter.
2 3
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 3-31

OTHER COMPONENTS
It includes an electrical heater(150 W).

The heater is self regulating using temperature switches.
It heats the fuel for an external temperature less than 0°
C to a maximum fuel temperature of 25°C.
The heater can be electrically checked with kit YDT246 (See note in the Tooling section).
Make sure that the alternator is protected and that the
drain pipe is fitted before loosening the screw on the top
of the filter.
py
Bleeding the filter is carried out with two separate bleed
screws :
• On the top : breather
Co
• On the bottom : bowl drain.
e
c 0 1 0
The fluid collected must be recycled (mixture of water &
fuel).
n
a 6/2
d v
A 7/0
0
There is no bulb priming pump integrated in the fuel circuit on the vehicle.
A priming pump "tool" (stored clean and plugged), fitted upstream of the filter, can be used to prime the fuel circuit
(servicing ; repairs.....).
There is an O-ring seal between the cover and the body.
Replace and lubricate the cover O-ring at the defined
service intervals.
The cartridge is seated on the cover and sealed with an
O-ring.
© Delphi
3-32 DDNX354(EN) - Issue 1 of 01/2010

OTHER COMPONENTS
The filter may be fitted with a water detector (depending

on the country where the vehicle is sold).
It is located on the lower section with the lower bleed
screw.
Fitting is done with the aid of a plastic diaphragm which
is pierced when the detector is screwed in (the
diaphragm stays in the "dirty" part of the filter).
This detector may be fitted later as an accessory and the
warning LED programmed with the diagnostic tool.
If the detector is not present, a bracket can be used to
support the connector.
The detector can be electrically checked with kit YDT246 (See note in the Tooling section).
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 3-33

OTHER COMPONENTS
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
3-34 DDNX354(EN) - Issue 1 of 01/2010

SPECIAL FEATURES OF THE COMMON RAIL SYSTEM
4.1 FUEL CIRCUIT
4. 1. 1 Sche matic
VEHICLE FUEL TANK
Primin g bulb (d epe ndi ng on

veh icle mo del )
Assembly fuel heater

& fuel filter
DPF injector supply electric
pump Fuel cooler (depends
High Pressure Pump on the country)
with venturi
Out let
Key:
Low pressure circuit
y
( quick r eleas e con necto rs Ø 8 & Ø1 0 mm )
DPF Injector Tubular rail
p
Injector backleak circuit - low pressure
( flexible rubb er tube)
Co Injectors
D PF pre ssure circu it
Circuit haute pression
( tube s & racco rds HP)
e
c 0 1 0
n
a 6/2
d v
A 7/0
A computer strategy prevents the fuel circuit from emptying in the event of the tank running dry.
The activation of this strategy depends on the manufacturer.
4. 1. 2 Dr y tan k s tr ategy
0
If implemented, this strategy prevents the fuel circuit from becoming completely drained if the tank runs dry.
The DCU monitors the reserve fuel level in the tank.
When the reserve fuel LED changes from the flashing to the steady illumination state, the DCU monitors
consumption, the distance covered and rail pressure drift.
At this point, the DCU reduces engine performance. The driver must increase the load request at the pedal to
obtain the same power.
This effect increases until the engine is stopped by the DCU.
After filling the tank the engine starting time and pump degassing time are optimised.
Note:
Occasional stalling may occur after running dry, until low pressure fuel circuit degassing is complete.
(The priming pump is not always present on certain vehicle types) .
CAUTION
If the circuit is completely empty, restarting is easier if a "tool" type bulb priming pump is used upstream of the
filter to reduce wear on the starter motor.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-35

4 .1 . 3 Supply c ircu it
The transfer pump takes in fuel via a strainer in the fuel tank and the filter.
The fuel temperature at the pump inlet should not exceed 80°C with a peak value of 90°C.
Quick release connectors are used, 10mm on the feed and 8mm on the return.
Inlet and outlets cannot be inadvertently swapped, as the male and female quick release connector parts are
reversed :
• Inlet: female connector on the filter.
• Outlet: male connector on the filter.
A priming pump, fitted upstream of the filter, can
be used to prime the supply circuit up to the pump
inlet, after running out of fuel or an after-sales
operation.
py
Co
e
c 0 1 0
CAUTION
n
a 6/2
•
d v
The priming bulb pump may be absent, depending on the vehicle configuration, in this case :
For a partially empty fuel circuit, the transfer pump can prime the circuit using the starter motor in short
A 7/0
bursts ( 5seconds maximum).
• For a completely empty fuel circuit, the use of an auxiliary bulb pump "clean and plugged for storage" is
0
recommended to fill the circuit. It must then be removed and the final filling done using the transfer pump
with the starter motor as above.
4.1.4 Return c ircu it
This takes the surplus fuel which is not used by the

system back to the fuel tank.
A venturi creates a vacuum at the injector return to
make it easier to return the fuel and to ensure
regular shot to shot injection for each cycle.
The circuit must allow the energy mainly coming
from the injector return to dissipate. Depending on
the vehicle design base (Hot Countries), an
exchanger may be fitted to the return circuit to
lower the temperature of the fuel returning to the
tank.
It is located under the vehicle body.
This exchanger is connected by quick release
connectors to the pipes.
© Delphi
4-36 DDNX354(EN) - Issue 1 of 01/2010

4 .2 DIESEL PARTICULATE FILTER (DPF)
4. 2. 1 Prin ciple:
The DPF (Diesel Particulate Filter) concentrates the

particles created by combustion.
These particles are stored then burnt regularly
according to a specific strategy.
It is located on the exhaust line, after the catalytic
converter.
The DPF manager function is integrated in the DCU.
py
The pre- and post-DPF ducts are connected to the differential pressure sensor to obtain the degree of DPF clogging.
•
Co
Specific conditions must be satisfied to effectively regenerate the particle filter:
A minimum catalytic converter temperature.
•
e
A minimum engine temperature of 60°C.
c 0 1 0
• n
There are several types of regeneration:
a 6/2
Regeneration according to the DPF load status. (Economical regeneration)
• Mileage regeneration.
d v
•
•
Forced regeneration.
Natural regeneration. A 7/0
0
When filter regeneration conditions are met, the DCU controls an injector fitted in the exhaust system.
This injector generates the heat necessary for particle combustion.
This injector is supplied by an electric pump managed by the DCU.
The DCU uses specific sensor and injection system sensor information and warns the driver via LEDs or messages
with symbols on the displays.
LEDs on the control panel or message:
• Engine diagnostic.
• DPF clogging information.
Standard sensors:
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-37


• Engine temperature sensor.
• Intake manifold temperature sensor. (installed at the air distributor intake).
• Flow meter.
Specific sensors:
• Pre-catalytic converter temperature sensor.
• Post-catalytic converter temperature sensor.
• DPF differential pressure sensor.
• External air temperature sensor. (located in the flowmeter or external rear view mirror).
To do this, the system can modulate the inlet air temperature: (Solutions vary according to vehicle type) By
controlling a cooling circuit valve to force an engine temperature rise.
The supervisor monitors the condition of the DPF and the ageing condition of the filter.
Specific driving conditions are also included for each user.
Regeneration is better under full load and high speed.
Regeneration normally takes a few seconds.
The supervisor manages this operation so that it is not noticed by the user.
exhaust system.
py
Driver information on the current fuel consumption level does not include the fuel quantity injected into the
Co
However, average consumption takes this flow into account.
Before the regeneration phase, the supervisor prepares the engine for the thermal conditions required.
e
c 0 1
4 .2 . 2 DPF r egen era tion by "d iffer ential pr ess ur e" :
0
n
a 6/2
Regeneration can be activated from the DPF load status and the current operating parameters.
The following DPF states exist:
d v
A 7/0
• Regenerated.
• Partially loaded (regeneration planned).
•
•
Overloaded (regeneration vital).
Clogged (Malfunction) .
0
The DPF supervisor permanently monitors the engine and vehicle parameters in order to activate regeneration
without asking the driver.
This offers the driver no-fuss regeneration.
4 .2 . 3 Mile age re gener atio n:
If the regeneration conditions are not met, the supervisor activates this regeneration mode.
It is similar to a recovery mode.
The DCU records the mileage between each DPF regeneration.
It memorises the distances travelled to determine the specific conditions for each driver.
When the DCU is new only default values exist.
The average distance between two regenerations is approximately 500 km.
The DCU updates this data during the life of the system.
4 .2 . 4 Fo rce d r ege ner ation:
If the vehicle never meets these regeneration conditions, mileage regeneration may be insufficient to ensure the
correct operation of the engine.
© Delphi
4-38 DDNX354(EN) - Issue 1 of 01/2010


If the DPF load status exceeds the overload threshold, an LED on the control panel (DPF overload) asks the driver
to drive the vehicle at 50 km/h for at least two minutes.
These conditions enable the supervisor to trigger a regeneration cycle.
In this configuration, the DCU triggers "reduced flow" recovery mode.
If the DPF detects an admissible load status, the system returns to a differential pressure DPF strategy by default.
4. 2. 5 Natur al re gener ation :
This regeneration mode only exists if the driver stays at the maximum vehicle speed for a long time.
In this state, the exhaust system temperature approaches the conditions for particle combustion (regeneration).
4. 2. 6 Spec ific fe atur es in After -m ar ket:
The DPF has a specific diagnostic routine which is integrated into the diagnostics for the engine injection.
It can be accessed using the diagnostic tool.
If a fault occurs on the differential pressure sensor or the DPF is declared absent by the supervisor, the "reduced
flow" recovery mode is activated and the diagnostic LED lights up.
It is vital that the value of the differential pressure sensor is zero when the engine is cold and at a standstill (ignition
on).
If this is not the case, replace the sensor.
py
Co
A special cycle can be used to test the regeneration in After-market conditions using the diagnostic tool.
The tool supplies a filter efficiency report.
CAUTION e
c 0 1 0
level programming. n
If the engine DCU is replaced, regeneration must be triggered using the diagnostic tool to generate DPF clogging
a 6/2
d v
A 7/0
The DPF requires regular maintenance to remove regeneration residue (See FORD recommendations).
When replacing the DPF or the differential pressure sensor, the programming must be reset using the diagnostic
tool.
0
If the volume flow (from the flowmeter and the differential pressure sensor) is high, check for leaks in the DPF.
If this flow is zero, check that the DPF is not clogged.
Important: If the number of regenerations is too high, the post injection flow can dilute the engine oil volume.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-39

4.3 AIR CIRCUIT
4 .3 . 1 Schem atic
Air filter with

integrated ratemeter
Air at P atmos.
Air flow over front
face of vehicle
Variable geometry
turbo (VGT)
"Hot" air under pressure
Air/air intercooler heat exchanger

Air line
"Dense" air under pressure
Air flap valve

unit
py Exhaust gas
recycling - EGR
Co
e
c 0 1
Inlet manifold 0
n
a 6/2
d v
A 7/0
4 .3 . 2 Vacuum c ircu it
All the actuators or diaphragms that drive the air flap valves, exchanger bypasses or the VGT are activated by a
vacuum source.
Control is via solenoids.
0
The solenoid supply source "On/Off" or "PWM" is common.
The vacuum is generated by a vacuum pump N°2 :
located at the end of one of the two camshafts. Mastervac
This vacuum pump has two independent outlets :
• N°1 - on the side : control solenoid supply.
• N°2 - on the top : mastervac/braking supply.
The vacuum is stabilised around 700 mbar using an

accumulator or tank.
This accumulator is located on the upper cylinder
N°1 : VGT & EGR
head and also serves as a support for the solenoid Bypass
valve mountings.
© Delphi
4-40 DDNX354(EN) - Issue 1 of 01/2010


Note:
Apply the correct torque values for the solenoid valves to avoid cracking the accumulator or tank.
This accumulator has one inlet and two outlets :

• 1st outlet : not used.
• 2nd outlet : VGT solenoid valve & TAR by-pass.
Vacuum circuit generation and distribution :
Accumulator or reservoir empty
Pump "empty"
py EGR By-pas s VGT
Co
Mastervac
e
c 0 1 0
n
a 6/2
An additional takeoff is available upstream of the tank to supply other solenoids depending on vehicle
configuration.
d v
A 7/0
4. 3. 3 Var iable geo metr y tur bo (VG T)
Manufacturer : HTT. It is located on the engine exhaust manifold on the vehicle bulkhead side.
0
It has integrated liquid cooling from the vehicle cooling circuit.
Pressure regulation diagram
Air under
VGT atmospheric
OCR solenoid pressure
signal valve
DCU
Vacuum VGT control diaphragm
80
ZZZZ 3 .5
96Z DCM
XX ~
XX 2V
1 X
E MO XXXX
VGT
C_ C
10 XXX
DW
M_ XXXX
S _ CM XXXX
DD XXXX
WX X X
H
position
sensor
Inlet Air line

pressure Inlet air under
sensor mapped pressure
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-41

The angular setting of the vanes allows the boost

pressure to be changed depending on the injection
parameters.
Control is carried out by a pneumatic actuator and
a solenoid valve which changes the vacuum (600
mbar) via a PWM current from the DCU.
The position of the control rod is measured by a
position sensor (see sensor section).
The diaphragm has a diameter of 80 mm.
The operating stroke of the diaphragm is 12 mm
max.
The control setting is a value contained in a map
which is a function of the engine speed and the
engine torque.
The setting is corrected as a function of the atmospheric pressure and the air temperature.
The limitation of the boost setting depends on two maps (engine speed- atmospheric pressure and engine speed
- air temperature).
py
A strategy allows detection and warning of any fault
which may destroy the turbo.
o
The DCU compares the air flow and the engine
speed to check consistency.
C
4 00
Spe ed to rq ue
e 1 0
If a fault is detected, the DCU activates a recovery
c 0
mode (reduced flow) to protect the system.
35 0
3 00
n
(N.m)
2 50
v a 6/2
The "overboost" function is activated according to
engine speed variation and requested load criteria. 2 00
d
A 7/0
1 50
1 00
0 10 00 2 00 0 300 0 40 00 5 00 0
0 (rpm )
Example under full load:
Speed (rpm) Torque without "overboost" (Nm) Torque with "overboost" (Nm)
1000 150 150
1250 200 200
1500 270 270
1750 310 340
2000 320 360
2500 310 330
3000 290 290
3500 265 265
4000 240 240
4500 205 205
© Delphi
4-42 DDNX354(EN) - Issue 1 of 01/2010

4. 3. 4 He at e xchan ger : Air / Tur bo cir cuit
This is of the air/air type.

Its role is to cool the air sent to the cylinders and
therefore increase the air density.
Increasing the air density improves the engine
performance.
It is located between the engine and the front of the
vehicle (next to the radiator).
Depending on the vehicle configuration, the heat
exchanger can be shunted to increase the
temperature when the DPF is activated.
4. 3. 5 He at e xchan ger : Coola nt / EGR circ uit
This is of the air / coolant type.

py
into the inlet to be cooled.
Co
Its role allows the exhaust gas that will be recycled
Increasing the air density increases the inlet

quantity.
e
c 0 1 0
It is located on the inlet manifold.
n
a 6/2
The coolant circulation never varies, however, a
v
solenoid drives a flap valve that can shunt the gas
d
A 7/0
flow in the exchanger.
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-43

4.4 ELECTRICAL SUPPL Y
positive
IGN 5V – n°1
80
ZZZ . 5
3
6 ZZ
9 DCM
XXX 2V
1 ~ X
X MO XXX
C _ CE X X X X
0
_ DW1 X X X X
_CMM X X X
XXXX DS
WX X
H
5V – n°2
5V – n°3
Relay 1 Relay 2
control control
12V
+ Battery Engine distribution unit
12V
The battery and the charging circuit must conform to specification to ensure the correct operation of the injection.
The engine DCU uses several types of electrical supply:
•
py
+IGN : Voltage from key on - voltage identical to "+ Batt".
•
• +5V : Stabilised voltage for the system sensors.
Co
+Batt : Voltage from the battery/alternator [12-14V].
e 1 0
The +IGN, from the key, wakes the DCU which controls the ERU relays.
c 0
The + IGN supplies:
• DCU wake-up n
a 6/2
• PPH unit wake-up
d v
A 7/0
• Clutch pedal switch
• Brake pedal switch
0
The +Batt, from the battery, is managed by the ERU.
The injection system is supplied by the ERU through the
DCU.
The ERU (Engine Relay Unit) houses the relays and
engine fuses.
It is located near the front left-hand wing, next to the
battery.
© Delphi
4-44 DDNX354(EN) - Issue 1 of 01/2010


+Batt distribution :
30
18
+ Batt Distribution unit
06
01
05 + batt
+ batt
02
CH
VGT solenoid
py 05
Fuel heater
valve
DCU and
actuator
Co 17
EGR By-pass
solenoid valve
internal /
external supply e
c 0 1 0 29
IMV
n
a 6/2 41
Water detector O2 probe heater
d v CMI
A 7/0
0
EMC
DW10CTED4 DCU FORD
This type of relay allows certain actuators and memories to be kept active during the power latch phase, while others
are inactive.
The +5V, from the DCU is intended for the sensors. This voltage is regulated to ensure the accuracy of the sensor signals
sent to the DCU.
The DCU generates three independent (5V) supplies (Vext1 ; Vext2 and Vext3) for all the system sensors.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-45


Vext - 5V allocation :
Accel. pedal T1 Clutch pos ition

46
Air conditioning
Regulator
pressure
5V n°1 21 Accel. pedal T2
20
PCC
Regulator
5V n°2
y
EGR By-pass position
16
Internal DCU supply
to sensors
o p
27
28
Clutch position
Flap valve
Distribution of 5V
regulators
e C 14
0
VGT position P + T° manifold
EGR pos ition
position
n c 0 1
15
13
Rail
pressure
Regulator
5V n°3
v a 6/2 IMC
d
A 7/0 CRANK CAM
0 F1
C4
DPF ΔP
B4
F2
E2
EMC
DW10CTED4 DCU FORD
The DCU has several types of earth:

• Power earths.
• Electronic earths (sensor).
© Delphi
4-46 DDNX354(EN) - Issue 1 of 01/2010


- 0V earth allocation :
Clutch status 75%

43 Accel. pedal 2
44 A/C pressure
45 Accel. pedal 1
47 (LVS/CC)
48 Clutch status
49
03
04
Centralisation of PCC
earths in the DCU
Manifold press/temp Flap valve position
38
39 EGR Bypass
Rail pressure EGR position position
y
Clutch status 25%
40
o p 51
VGT position
e C 0 52
n c 0 1 IMC
v a 6/2 B2
Coolant temp CRANK
d
A 7/0
B3
Ambient air T°
Oil level
T° air AMF
DPF ΔP
0 A2
A3
T° pre-cata T°post-cata
CAM
Fuel T˚
A4
DW10CTED4 - DCU FORD EMC
DCU supplies and earths can be checked using the kit YDT481 or on the sensors using kits YDT246 ; YDT280 ;
YDT330 ; YDT521 ; YDT529; YDT537 and YDT538 (See note in the Tooling section.
4 .5 PASSENGER COM PARTMENT U NIT
The Passenger Compartment Unit contains the majority of control functions and electrical checks. It communicates with
the other DCUs via the multiplexed network or a wire link. It provides a gateway between the various vehicle
networks (CAN; VAN).
The control panel is controlled by the unit and the content of the CAN frames.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-47

Passenger
compartment
unit
Réseau multiplexé (CAN et VAN)
py
Co
The housing is installed in the passenger compartment (under the driver's cockpit).
This unit is divided into several levels according to the vehicle definition. The injection DCU communicates with and
integrates the parameters for the following components:
• ABS
e
c 0 1 0
•
•
ASR
ESP n
a 6/2
• Air conditioning
d v
A 7/0
• Transmission (Auto).
• Immobiliser and transponder
•
•
Instrument panel information
0
De-icing (for electrical consumption).
• Milometer function (mileage counter and transmits the distance covered).
• Rain sensor operation (includes the effect on cooling).
• VAN (vehicle "comfort" network).
© Delphi
4-48 DDNX354(EN) - Issue 1 of 01/2010


This unit has its own diagnostic program which is accessible from the manufacturer's diagnostic tool.
It enables the following operations:
• Identifying the DCU.
• Reading the fault codes.
• Erasing the faults.
• Configuration.
• Initialisation.
• Visualising parameters.
• Testing valves.
A secret code held by the vehicle's owner or manufacturer is required to initialise the unit.
4 .6 CAN (CONTROLLER AREA NETWORK)
4. 6. 1 De sc riptio n
py
The CAN provides a cross-system method of communication. It provides a highly flexible system. It protects the
Co
signals from interference (high frequency, radiation, electrostatic discharge).
CAN communication requires an earth and two wire connections:
•
•
CAN High
CAN Low. e
c 0 1 0
n
a 6/2
All the DCUs (ABS, ASR, ESP, BSI) send out pre-defined messages (frames) on the network. If you look at a CAN
v
frame, it looks like a sequence of binary data.
d
A 7/0
Network access is open. However, a management system controls:
Output:
•
•
•
Network access.
Switching management.
Frame construction.
0
• Checksum calculation.
• Frame confirmation generation.
Input:
• Data synchronisation.
• Data transmission.
• Frame filtering.
• Checksum confirmation.
All DCUs have a frame library. Each frame can be defined using the following parameters:
• A transmitting ECU.
• ID (priority).
• Emissions frequency.
• Emissions event.
• Data zone structure (length, parameters).
• Applicable link(s).
• Diagnostic link(s).
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-49


The CAN may have three types of fault:
• Silence (the DCU is not responding).
The DCU hosting diagnostics is no longer sending out signals and the frames sent out are not cleared.
• Absence (Absence of a DCU on the network).
A DCU which is not hosting diagnostics is no longer sending out signals and the frames from this DCU are
no longer received. A default value is sent out on receipt.
• Bus off (Network problem).
The line or the driver is US. The frames are no longer received and/or cleared. Emission is stopped and a
default value is sent out on reception.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
4-50 DDNX354(EN) - Issue 1 of 01/2010

4 .7 ENG INE IMMOBILISER
The immobiliser function is provided by coded dialogue between the engine DCU and the Passenger Compartment Unit.
Communication is established via the CAN. This consists of a sending frame and a receiving frame.
Transponder Calcula teur

aerial inj ectio n
CAN L CAN H
VAN H Passenger
Control p anel compartment
VAN L unit
CAN L CAN H
ECU - ABS/ESP
Door switch
to anticipate the driver's requests.

py
The unit monitors current consumption when the vehicle is on standby in order to wake dialogues between the DCUs
Co
The transponder antenna transmits the identity of the key inserted into the lock. If this key has been recognised, it will
authorise the immobiliser activation procedure, otherwise it will be prevented.
•
c 0 1 0
The control panel informs the driver of the key status via an LED:
e
Key programmed and Action at the lock: LED does not light.
•
• n
Key not programmed and Action at the lock: LED flashes.
a 6/2
Copy key with no transponder and Action at the lock: Permanent illumination of the LED.
d v
A 7/0
If starting is not activated within the first minute, the activation delay will be extended by 80 ms before re-establishing
dialogue.
0
When the engine DCU is woken by the +IGN, it generates a random number which is sent via the CAN.
The two controllers are matched with encryption of the random number. They both apply the calculation separately. The
unit sends its result via the CAN to the engine DCU. This unit compares the two results.
If they are identical, the DCU authorises starting and sends the status (Unlocking or Locking) over the CAN. If the results
are not identical, starting will not be authorised.
The unlocking procedure will only take place once per starting cycle. The engine status remains identical during engine
operation.
When the ignition is turned off, there is no further dialogue on the CAN.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-51

4.8 DIA GNOSTICS
4 .8 . 1 Diag nos tic c omm unica tion
Diagnosis of the injection system is performed via the CAN network of the vehicle.
Connection is made using the vehicle central socket (EOBD type – 16 pin).
Diagnosis is performed by the CAN communication protocol.
The DCU must be unlocked for dialogue between the DCU and the diagnostic tool to take place.
4 .8 . 2 Diag nos tic s oc ket.
It is of the EOBD - 16 pin type.

Allocation:
Diagnostic socket type: Pin no. Description

1 positive IGN
4 and 5 Earth
py 6 CAN H
Co 7
14
Line K
CAN L
e
c 0 1 0 16 positive batt
On MONDEO ; GALAXY / S-Max and Kuga :

• n
a 6/2
Left Hand Drive: in the compartment to the left
v
of the steering wheel, under a cover.
d
A 7/0
• Right Hand Drive: in the glove box.
0
© Delphi
4-52 DDNX354(EN) - Issue 1 of 01/2010

On C-Max and FOCUS :

• Left Hand Drive: directly accessible in the
compartment on the left of the steering wheel.
• Right Hand Drive: in the glove box.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-53

4.9 Actuators
4 .9 . 1 Inlet mete rin g v alv e (IMV)
The actuator is supplied by Delphi.

The inlet metering valve is supplied directly by the
ERU +Batt.
The DCU directly controls its outlet.
In case of failure, the DCU will activate a timed
engine stop if the system goes into over pressure.
The connector is a 2 way type - brown error
proofing.
The hydraulics can be checked with kit YDT410.
The coil can be electrically checked with kit
YDT246 (See note in the Tooling section).
4 .9 . 2 On/O ff s olen oid valv es for the EGR by- pas s

py
The actuator is supplied by BITRON.
Co
It is located behind the vacuum pump.
e
c 0 1
Electrical operation is provided by a plunger core 0
solenoid.
n
a 6/2
The resistance value is around 20 Ω at 20°C.
v
The vacuum (700 mbar) is supplied by the vacuum
d
A 7/0
pump and stabilised with an accumulator.
With no electrical supply, the solenoid valve must
0
connect the "breather" outlet to the vacuum supply.
When the electrical supply is on, the solenoid valve
must connect the vacuum to the control
diaphragm (open / closed).
© Delphi
4-54 DDNX354(EN) - Issue 1 of 01/2010

The solenoid valve cannot be removed.

N° 3
The pneumatic connectors are pushed onto the
spigots and it is possible to find that the flexible
hoses stick slightly. N°2
Solenoid valve colour code allocation:
• White mark (n°1) : vacuum supply.
• Green mark (n°2) : control and variation. On/Off SV
• Black mark (n°3 ) : breather
N°1
Always pull the tubes off in line with the connectors to avoid breaking the plastic spigots.
The coil can be electrically checked with kit YDT537 - cable A (See note in the Tooling section).
py
4. 9. 3 PWM s oleno id v alv es for t he VG T
The actuator is supplied by BITRON.

Co
e
The DW10CTED4 engine has 1 proportional
solenoid valve to manage the VGT.
c 0 1 0
n
a 6/2
This valve is located behind the vacuum pump.
It is fixed by two M6 nuts.
d v
A 7/0
0
Electrical operation is provided by a plunger core solenoid.

The resistance value is around 16.5 Ω at 20°C.
The vacuum (700 mbar) is supplied by the vacuum pump and stabilised with an accumulator.
With no electrical supply, the solenoid valve must connect the "breather" outlet to the vacuum supply.
When the electrical supply is on, the solenoid valve must connect and vary the vacuum to the control
diaphragm (variable status).
It is used for all the "variable" control with a PWM control generated by the DCU.
The solenoid valve cannot be removed.
Electrical connector error proofing is used to ensure that the black, blue and grey connectors are connected to
the correct sockets.
The pneumatic connectors are pushed onto the spigots and it is possible to find that the flexible hoses stick slightly.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-55

Solenoid valve colour codes and allocation:

• White mark (n°1) : vacuum supply. N°1
N°2
• Green mark (n°2) : control and variation.
• Black mark (n°3 ) : breather
Always pull the tubes off in line with the connectors N°3
to avoid breaking the plastic spigots.
PWM
SV
4.9.4 EGR val ve
The actuator is supplied by VALEO.

The EGR valve can open the exhaust gas
py
recirculation circuit in proportion to an electrical
control signal.
Co
It is located on the rear of the engine, vehicle
bulkhead side.
e
c 0 1 0
The exhaust gas is cooled upstream by an air/water
exchanger.
The valve is closed at rest. n
a 6/2
v
The valve is opened and closed by an electric motor.
d
A 7/0
The motor activates a flap with an angular stroke of
0 - 90°.
the minimum/maximum thresholds. 0

The real operating range lies between 7° and 83° for
The connector is a 5 way type - blue error proofing.
The valve should close automatically if the control fails.

The progressive opening of the circuit permits the exhaust gas recirculation flow to be adjusted based on the
engine operation.
Position monitoring is measured by an integrated sensor (see specific section).
It supplies a voltage proportional to the flap opening.
The valve can be electrically checked with kit YDT521 - cable D.
© Delphi
4-56 DDNX354(EN) - Issue 1 of 01/2010

4. 9. 5 Inle t air fla p v alv e unit
The actuator is supplied by SIEMENS.

The flap valve unit allows forced EGR recirculation.
This unit is located between the exchanger and the
inlet manifold.
The flap is open when inactivated.
The valve is opened and closed by an electric motor.
The motor activates a flap with an angular stroke of
0 - 90°.
The connector is a 5 way type - black error proofing.
The progressive opening of the circuit permits the exhaust gas recirculation flow to be adjusted based on the
engine operation.
py
Position monitoring is measured by an integrated sensor (see specific section).
Co
It supplies a voltage proportional to the flap opening.
The valve can be electrically checked with kit YDT538 - cable D.
4. 9. 6 DPF in jector s upp ly elec tric pum p e

c 0 1 0
n
a 6/2
This electric pump supplies the exhaust system injector.
v
It is controlled electrically by the DCU.
d
A 7/0
It generates a pressure of 6 bar.
This pump is fed from the LP circuit.
0
The component configuration varies according to the vehicle platform.
4. 9. 7 DPF In jector
Injector supplied by DENSO.

This injector generates heat in the exhaust system to regenerate the DPF.
It is located on the exhaust manifold outlet.
It is electrically managed by the DCU and a signal informs the DCU of the "active/inactive" status.
The fuel supply is at 6 bar.
The coil can be electrically checked with kit YDT537 - cable A (See note in the Tooling section).
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-57

4 .9 . 8 Oil va pour r ecy cling he ater
The actuator is supplied by HUTCHINSON / DBK.

This actuator depends on the country in which the
vehicle is sold and the climate ("Cold" country
design).
The heater helps the circulation of oil vapour for
recycling.
The heater can be electrically checked with kit
4 .9 . 9 Fu el h eater
Actuator supplied by MANN & HUMMEL.

py
It is located in the fuel filter.
C
It has a 12V supply and has local regulation by
o
thermoswitch.
e
c 0 1
It heats the fuel for an external temperature less
0
n
a 6/2
than 0°C to a maximum fuel temperature of 25°C.
v
The connector is a 2 way type - red error proofing.
d
A 7/0
The heater can be electrically checked with kit
0
4.9.10 A/C c omp ressor clutc h
The ensemble is integral with the compressor.

It is controlled by a coil which sticks two discs
together.
The connector is a 2 way type - yellow error
proofing.
The coil can be electrically checked with kit
© Delphi
4-58 DDNX354(EN) - Issue 1 of 01/2010

4 .1 0 Pr essur e sens or s
4. 10 . 1 Rail pre ss ur e s en sor
Sensor supplied by CONTINENTAL.

The sensor informs the DCU of the fuel pressure in
the rail.
Measurement range 0 to 2200bar (diag. threshold
at 2172bar, above this value, the sensor may be
saturated)
It is positioned perpendicular to the body of the rail.
It is not permitted to remove it as there is a
risk of contaminating the system.
It supplies a voltage proportional to the fuel
pressure.
The sensor can be electrically checked with kit
py
4. 10 . 2 M inimu m o il pr es s ure s ens or
Sensor supplied by SYLEA / BITRON.

Co
pressure based on the engine operation. e
The sensor informs the DCU of the minimum oil
c 0 1 0
n
a 6/2
It is installed on the engine block, radiator side, and
is linked by a grey connector.
d v
The minimum pressure signal is of the "On/Off"
A 7/0
type.
If the oil pressure is less than 0.5 bar, the switch
closes when the pressure falls.
Tightening torque = 35 Nm +/- 5 0
The connector is a 2 way type - grey error proofing.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-59

4 .1 0 .3 Atm osp her ic p res s ur e s ens or
The sensor is integrated in the DELPHI supplied

DCU.
The atmospheric pressure sensor is integrated into
the DCU.
It determines the air density (reduces with
0
ZZZZ 8
3 .5
96ZZ
D
CM
~
~
X XX
X 2V
1
MO XXX XX
X
_ CE XXX XXXX
altitude).
10C X XX XXXX
DW XXX X
M _ XXX
_C M XXX
XXX D DS
XXX
XXX
HW X
It is of the piezo electric type.

It supplies a voltage proportional to the
atmospheric pressure.
If there is a fault, the atmospheric pressure value
can be calculated from the inlet pressure in relation
to the engine speed - engine load conditions.
The atmospheric pressure value can be checked
with the DIAMAND YDT450/460 diagnostic tool
by displaying the dynamic parameters.
4 .1 0 .4 Refrig era nt flu id p res s ur e s ens or
py
This pressure should oscillate within a range.
Co
This sensor informs the DCU of the air conditioning circuit pressure (see corresponding section).
e
c 0
1 0
It is located on the trunking that feeds the pressure reduction valve.
n
a 6/2
4 .1 0 .5 Inlet air pr es su re / te mpe ratu re s ens or
d v
A 7/0
Sensor supplied by DENSO.
This sensor combines 2 functions:
•
•
Manifold pressure sensor.
Manifold temperature sensor. 0
The first function informs the DCU of the inlet
pressure.
This pressure should oscillate within a range.
The minimum value will be atmospheric pressure
(if there is no EGR flap) and the maximum value (2
bar at absolute pressure) will depend on the
variable geometry turbo(VGT).
It is of the piezo electric type. It supplies a voltage
proportional to the inlet pressure.
© Delphi
4-60 DDNX354(EN) - Issue 1 of 01/2010

The DCU carries out calibration and consistency

tests in relation to the values and engine status (e.g.:
at idle speed, P = Atmospheric pressure).
It is located on the inlet manifold.
4. 10 . 6 DPF d iffere ntial pre ss ur e s en so r
Sensor supplied by SENSATA / DENSO.
py
The sensor measures the difference in exhaust gas
pressure throughout the assembly (Catalyser /
Particle Filter).
Co
The sensor has an appropriate electronic
e
c 0
component to boost the signal and to compensate
1 0
for the temperature.
It measures the level of DPF clogging. n
a 6/2
v
The operating range is between -15 and +85 .
d
A 7/0
0
The differential pressure sensor is fixed on the
bulkhead, next to the battery.
There must be no low point on the pipes to prevent
falsifying the measurement.
Two flexible hoses provide a pneumatic connection
to the measurement points on the exhaust system.
The two ends are positioned downwards.
If the sensor is positioned incorrectly, it can wrongly
detect a holed DPF resulting in the illumination of
the warning LED.
The sensor can be electrically checked with kit YDT537 - Cable B (See note in the Tooling section).
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-61

4.11 Temperature sens ors:
4 .1 1 .1 Air tem per atur e se nso r (integral in air flowmeter)
Sensor supplied by HITACHI.

The air temperature probe is a negative
temperature coefficient resistor.
It is located inside the flowmeter.
The characteristic is identical according to
flowmeter diameter variants.
It measures the air temperature at the air filter
outlet.
The flowmeter consists of an assembly of fixed
components and must be replaced if faulty.
The flowmeter must be fitted on the air filter using
the correct tightening torques to prevent damage to
the seal.
py
Maximum tightening torque = 1.5 Nm for the clamp/filter bolts.
o
C
4 .1 1 .2 Coolan t tem per atur e s en sor
Sensor supplied by ELTH. e

c 0 1 0
n
a 6/2
The coolant temperature probe is a negative
d v
A 7/0
The coolant temperature value should lie within a
certain range (–40° to +150°C).
0
The DCU carries out a consistency test to check for
temperature rise (+5°C minimum) after running for
a period (20 min).
© Delphi
4-62 DDNX354(EN) - Issue 1 of 01/2010

It is located on the coolant unit outlet.

The connector is a 2 way type - green error proofing.
It is clamped by a circlip and sealed with an O-ring.
CAUTION
It is located near the fuel temperature sensor on the
HP pump (identical connectors) : be careful to
correctly connect when fitting.
If there is a fault, the DCU uses a recovery mode:

• On initialisation : It replaces the value with the fuel temperature until a temperature threshold is
reached (30°C).
•
py
While operating : It replaces the value with the fuel temperature until a temperature threshold is
reached (30°C), then it uses a fixed value (80°C).
Co
4. 11 . 3 F uel temp era ture s ens or

e
c 0 1 0
Sensor supplied by DELPHI.
n
a 6/2
v
The diesel temperature sensor is a negative
d
A 7/0
The diesel temperature value is used to correct the
injection parameters and also to protect the fuel
0
tank in the event of a critical temperature.
The sensor is located on the HP pump housing.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-63

CAUTION
It is located near the coolant temperature sensor on
the engine block (identical connectors) : be careful
to correctly connect when fitting.

4 .1 1 .4 Pre- a nd pos t- pr ecatal ys er tem per atur e sen so rs
Sensor supplied by DENSO.

They measure the temperature before and after the
precatalyser by resistance variation.
py
The operating range is from –30°C to +750°C.
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
This is screwed directly onto the catalytic converter.
Tightening torque = 15 Nm ± 5 Nm with nickel grease on all threads.
The connector is remote from the sensor. The assembly cannot be dismantled.
The connector is a 2 way type - brown error proofing.
The sensor can be electrically checked with kit YDT537 - Cable A (See note in the Tooling section).
© Delphi
4-64 DDNX354(EN) - Issue 1 of 01/2010

4 .1 2 Pos ition s ens ors:
4. 12 . 1 Cra nks haft pos ition s ens or (CRANK)
Sensor supplied by ELECTRIFIL.

This is of the hall effect type (square wave signal)
with detection on the falling edge.
The target supplied by FREUDENBERG is placed
behind the crankshaft accessory pulley. It has 60 - 2
teeth.
It is used to synchronise the system for injection.
Synchronisation is carried out with 3 TDC max i.e.
a maximum of 3/4 of a revolution.
If the DCU does not receive this signal, injection is
suspended as long as the parameters are not
validated.
It informs the DCU of the engine speed. This
py
information is used to determine the instantaneous
speed of each cylinder. A unitary correction controls
o
the fuelling. If a fault is detected, a recovery mode
is activated and injection for the faulty cylinder is
deactivated.
C
e
c 0
or three additional teeth (interference).
1 0
The DCU corrects the loss or appearance of one, two
n
a 6/2
It is located on the engine block, next to the
v
crankshaft pulley, on the bulkhead side.
d
A 7/0
Tightening torque = 10 N.m max
The connector is blue - 3 way - blue error proofing.
0
4. 12 . 2 Cams ha ft po sitio n s ens or (CAM )
Sensor supplied by ELECTRIFIL / VALEO.

This is of the hall effect type (square wave signal).
The DCU correlates the presence of the camshaft
teeth with the flywheel teeth.
When starting, loss of the CAM signal causes the
engine to stop naturally due to synchronisation
waiting.
This signal is vital in the starting phase to
synchronise the injection with the engine cycle.
It can be calculated, when operating, by using the
engine speed sensor.
It is located in front of a 3 tooth target fixed to the camshaft, the connector is a 3-way type - white error proofing.
Tightening torque = 10 N.m max
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-65

4 .1 2 .3 VGT pos ition se ns or
Sensor supplied by CTS.

The position sensor sends a signal proportional to
the rod stroke on the control diaphragm.
The stroke corresponds to the displacement of the
control diaphragm rod.
The sensor is installed directly on the upper part of
the diaphragm.
The assembly is linked to the VGT body.
A thermally insulated intermediate harness links
the sensor and the engine harness.
This information connects the turbo control in a
closed loop during transitory phases and helps
estimate the pressure in an open loop based on
engine speed and load.
py
4 .1 2 .4 EGR val ve pos ition s ens or

Co
Sensor supplied by VALEO.
e
c 0
The sensor is an integral part of the EGR valve.1 0
n
a 6/2
Its position allows EGR valve control and detects
jamming or seizure.
d v
A 7/0
The sensor supplies a voltage proportional to the
valve opening.
0
YDT521 - Cable D.
© Delphi
4-66 DDNX354(EN) - Issue 1 of 01/2010

4. 12 . 5 Inle t flap v alv e p ositi on s en sor
Sensor supplied by SIEMENS.

The sensor is integral with the flap valve unit.
Its position ensures flap valve control and detects
jamming or seizure.
valve opening.
YDT538 - Cable D.
4. 12 . 6 EG R exc hange r by -pa ss p os ition sen so r
Sensor supplied by VALEO.

py
control diaphragm.
Co
The sensor is integral with the by-pass flap valve
c 0 1
The sensor can also detect blockage or seizure of 0
The position allows flap valve control confirmation.
e
the flap valve.
n
a 6/2
valve opening.
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-67

4 .1 2 .7 Acc eler ator pe dal pos ition se nso r
There are two sensor types depending on the vehicle configuration:

• Electronic sensor : it is connected to the passenger compartment unit and the DCU.
The signal sent to the DCU is a PWM type.
• Two track sensor: it is connected to the DCU only.
There are two supplies and two independent tracks.
The pedal sensor has two measurement tracks.
The two signals are sent to the DCU:
• Signal for track n°1 between 0V and 4V.
• Signal for track n°2 between 0V and 2V.
The two tracks may have a different supply

voltage (depending on version).
A comparison is made between the input and
output voltages between 4.8V and 5.2V to
compensate for the variations in supply without
introducing a fault.
py
Co
e
c 0 1 0
Consistency tests are carried out to check the correct operation of the sensor (value within a range; signal stability;
consistency with the brake pedal switch) for both configurations.
depending on the type of fault: n

For this sensor there are two recovery modes,
a 6/2
• "Reduced fuelling" mode.
d v
•
A 7/0
"Fixed fast idle" or "Limp home" mode.
allow for driver input :

•
0
The sensor may incorporate a "kick-down" switch to
in Limited Vehicle Speed LVS mode to exceed

the setting.
• with Automatic Transmission to change
down (force a downchange to a lower gear).

© Delphi
4-68 DDNX354(EN) - Issue 1 of 01/2010

4 .1 3 Other s ens ors
4. 13 . 1 Air fl owmete r
Sensor supplied by HITACHI.

The flowmeter informs the DCU of the mass of the
inlet fresh air (mg/s).
It also integrates the air temperature sensor (See
Temperature sensor section).
It informs the DCU, which determines the flow and
rate of exhaust gas recycling in real time.
The signal sent to the DCU has a frequency that
avoids any signal interference.
The values must lie within a defined interval to
ensure proper combustion and relevant
diagnostics.
py
Co
No leak is tolerated between the air filter, the flowmeter and the VGT under normal operating conditions.
The flowmeter consists of an assembly of fixed components and must be replaced if faulty.
e
c 0 1 0
The flowmeter must be fitted on the air filter using the correct tightening torques to prevent damage to the seal.
Maximum tightening torque = 1.5 Nm for the clamp/filter bolts.
n
a 6/2
If there is a fault, the DCU uses a recovery value obtained from an engine speed - boost pressure map.
v
The flowmeter is a frequency type, it uses a hot-wire cell.
d
A 7/0
The electronics measure the frequency at which the detection cell cools in contact with the air.
The greater the cell cooling, the higher the air flow.
0
The frequency sent to the DCU is representative of the quantity of air flowing in.
CAUTION
Make sure that the flowmeter is fitted the correct way round (marking on top section). Do not touch the metal
grid. It is forbidden to clean the component using a blower jet. It is located between the air filter outlet and the
variable geometry turbo (VGT).
The connector is a six way type of which 4 are used.

© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-69

4 .1 3 .2 Oil lev el s ens or
Sensor supplied by SIEMENS.

The sensor informs the DCU of the oil level at key-
on.
It is located on the engine block, next to the oil
gauge.
4 .1 3 .3 O2 s ens or
Sensor supplied by BOSCH.

py
on the exhaust line.
Co
It is located between the turbo and the pre-catalyser
The connector is remote from the sensor.

The connector is black - 6 way. e
c 0 1 0
Tightening torque = 20 N.m ± 5 N.m.
n
a 6/2
v
The sensor informs the DCU of the proportion of
d
A 7/0
oxygen present in the exhaust gas.
The sensor requires a minimum temperature to
work.
0
A heating resistor helps the probe to reach
operating temperature.
A +Batt supply provides the power necessary to
allow the sensor to reach operating temperature
rapidly.
YDT529 - Cable D.
4 .1 3 .4 Acc eler ome ter se ns or
Unlike previous applications, the DW10CTED4 has

no accelerometer sensor.
The IGN strategy is replaced by analysis of the
instantaneous speed of each cylinder (SPC) from
the CRANK sensor (See PICL strategy section
2.2.7) .
© Delphi
4-70 DDNX354(EN) - Issue 1 of 01/2010

4. 13 . 5 Wate r detec tor in the dies el fil ter
Sensor supplied by ZERTAN.

The detector informs the DCU and the driver that
there is water in the fuel (depending on export
country).
It is supplied with 12 V.
The operating range is from –30°C to +120°C.
Tightening after piercing of the bowl diaphragm :
2.5 Nm ± 10%.
Lubricate the seal before fitting.
This information can be supplied in the form of a
CAN message or via a wire link.
The detector is located on the lower part of the fuel
filter.
The signal is subject to an anti-rebound feature to

prevent detection oscillation.
py
on the display.
Co
The driver is alerted by a warning light or a message
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
If the vehicle does not have a detector, position the
wiring connector in the location under the filter.
The detector can be electrically checked with kit
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-71

4 .1 3 .6 Br ake ped al s witch(e s)
The system includes a single switch.

Its supply is outside the DCU.
The signal is of the "On/Off" -normally open type.
It is located on the pedal bar.
The signal is filtered by an anti-rebound device.
y
If there is disparity, the DCU inhibits the data and the cruise control. A fault code is activated.
p
4 .1 3 .7 Clutch peda l s witch (es )
Co
There are 3 sensor variants, depending on the vehicle application:
•
e 1 0
Sensor with "On/Off" type signal with a 25% displacement threshold.
c 0
•
• n
Sensor with "On/Off" type signal with a 75% displacement threshold.
a 6/2
Proportional sensor on the clutch hydraulic transmitter.
d v
A 7/0
In all cases, the sensor informs the DCU of the status of the clutch pedal.
The sensor is located on the pedal assembly or the clutch transmitter.
The connector is a 2 way type for the "On/Off" versions and 3 way for the "proportional" version.
0
This information uses a wire link. The signal is filtered by an anti-rebound device.
A consistency test checks if a certain speed has been exceeded (70 km/h) with no change in clutch status. This
test is carried out each time the ignition is turned on.
In "Cruise control" mode, this information inhibits the strategy during gear changing. If there is a fault, cruise
control is inhibited.
The recovery mode is cancelled after a positive consistency test. © Delphi
4-72 DDNX354(EN) - Issue 1 of 01/2010

4 .1 4 Infor mation
4. 14 . 1 " Ke y pr ese nt" infor ma tion
There are two configurations depending on the vehicle type and definition:
• Conventional system with a key attached to a
blip.
py
• Systems with
"Keyfree".
recognition
Co
known as
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
For the "keyfree"system, the central locking system detects proximity of the opening unit.
This system allows the vehicle to be started without getting the key out.
Only an emergency key (fixed in the unit) allows activation if the batteries are flat.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-73

Starting is done by simply pressing the start button.

Starting is possible only if the system detects that
the safety conditions have been satisfied (E.g,
"clutch in" for a manual gearbox or lever in "Park"
for automatic transmissions ....).
This information is used to determine the start of
the "power latch" phase.
The DCU obtains this information by monitoring the
voltage.
It determines if the key is in the passenger
compartment ( Status : "active"" or "inactive").
4 .1 4 .2 "Veh icle spe ed" info rm ation
This information comes from the ABS DCU or via a CAN message. It also informs the DCU of the vehicle speed.
4 .1 4 .3 "B atter y v oltage " infor matio n

py
Co
This information is used to determine the injection strategies. The value should lie between the minimum and
maximum thresholds. The signal is filtered to eliminate interference.
e 1 0
The OCR values (IMV ; EGR ; VGT...) are corrected as a function of the battery voltage information.
c 0
If there is a fault, a recovery value is used (12V).
n
a 6/2
4 .1 4 .4 "Sen sor volta ge" info rm ation
d v
A 7/0
This information is used to check the sensor supply (5V).
It is used to correct the voltage value using a ratio. The correction only takes place in the range (4.7V – 5.3V).
0
If there is a fault, a recovery value is used (5V).
4 .1 4 .5 "G ear en gage d" infor ma tion
The gear selected information can come from the automatic transmission or the sequential gearbox via the CAN
or via a software function for manual transmission (the ratio between the speed and the engine speed correlated
using a correspondence table).
The DCU determines the variation in engine speed to determine if the clutch is engaged or not. Correlation is
carried out with the clutch pedal switch.
If a CAN message is used, the DCU reacts more quickly than for a software calculation.
The DCU applies torque correction to enhance driveability.
© Delphi
4-74 DDNX354(EN) - Issue 1 of 01/2010

4 .1 5 LEDs
The LEDs controlled by the injection DCU are activated

by the CAN frames to this unit.
The control panel manages the following LEDs:
• Diagnostic LED
• Coolant temperature warning LED.
• Water present in the fuel.
• DPF LED
• Oil level LED
• Minimum oil pressure LED
• EOBD light
• Pre-post heating LED
The diagnostic and EOBD LEDs can be grouped together as defined by the control panel according to the vehicle
generation.
py
4 .1 6 Default modes
Co
A recovery mode has an effect which the driver will be aware of. It is seen by the illumination of the diagnostic LED and
a change in engine performance.
Example : e
c 0 1 0
Change to fast idle, reduced flow......
n
a 6/2
d v
4 .1 7 Recov ery modes
A 7/0
0
A recovery mode substitutes safety values in place of real values. This mode has no tangible consequences for the driver.
Example :
If the coolant temperature is missing, the DCU replaces it with the fuel temperature between -40 and 30°C, then
progressively uses a constant of 80°C.
4. 17 . 1 Dia gnos tic LE D
The DCU controls the diagnostic LED on the instrument panel with a CAN message.
There are two operating modes:
• When the ignition is switched on:
The LED comes on then goes out, unless a fault is detected that requires the LED to stay on.
• During operation:
The LED comes on only if a fault is detected which requires the LED to light.
This type of fault triggers one of the engine recovery modes :

• Fast idle
• "Reduced fuelling" mode.
• "Optional reduced fuelling" mode.
• "Limp home" mode
• Timed engine stop
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-75

4 .1 7 .2 Fa st idle
This recovery mode allows the system to compensate for a faulty component.
4 .1 7 .3 "Red uced fuell ing" mo de.
This mode is a voluntary reduction in performance.

It results in a limitation of the maximum torque, a maximum pedal request of 70% and a limitation of engine
speed, (around 105 Nm and around 3200 rpm).
This mode is activated progressively so vehicle behaviour is not suddenly affected.
This mode is cancelled when the fault disappears and the engine speed returns to idle speed or after the DCU is
reset.
4 .1 7 .4 "O ptiona l r educ ed fuelling " mode .
This mode is a voluntary reduction in performance. This reduces the fuel flow by -3mg/stroke or -3.6mm3/stroke
maximum without lighting the diagnostic LED.
This mode is deactivated when the accelerometer fault is cancelled and the DCU has performed the injector quick
reset.
py
4 .1 7 .5 "F ixe d fas t idle" (Limp home) mod e.
Co
This mode forces fast idle (1300 rpm) together with a zero pedal value.
e 1 0
In this mode, a minimum level of mobility is preserved. This mode is activated progressively.
c 0
This mode is cancelled after the fault has disappeared with detection of the "no load" position. The DCU changes
n
a 6/2
to the "reduced fuelling" mode to protect the engine.
v
The reduced fuelling mode is cancelled when the fault disappears and the engine speed returns to idle speed or
d
A 7/0
after the DCU is reset.
4 .1 7 .6 Engi ne s top
0
This mode forces the engine to stop to prevent serious damage to its components.
4 .1 7 .7 Time d e ngine s top
This recovery mode forces a progressive engine stop (timed over 30seconds) by reducing the injection parameters.
This strategy ensures that the driver's safety is maintained while ensuring the components are protected in the
event of a serious fault.
4.18 Engine torque
The DW10CTED4 engine has a torque structure.

The injection strategy is based on the management of the various torques in the system.
Calculation of the engine torque takes into account the driver's request and the various demands on the vehicle(air
conditioning; electrical consumption).
The DCU then determines the various injection parameters and the air inlet management strategy. Each consumer is
characterised by a torque map.
All the torque parameters are weighted according to operating values (coolant temperature; air temperature; atmospheric
pressure).
This structure allows an inter-system dialogue to take place to integrate the requirements of the ASR (anti-skid), the
ESP (stability control) and the gearbox type (automatic or manual).
© Delphi
4-76 DDNX354(EN) - Issue 1 of 01/2010


The DCU controls various different types of torque:
4. 18 . 1 " Indica ted" tor que
This represents the torque which the engine should produce. This is the sum of the "driver request" and the
"resistant torque".
4. 18 . 2 " Re sis tant" torq ue
This comes from the various consumers and mechanical losses in the engine.
=> Each consumer is characterised by a specific map dependent on engine speed.
=> Mechanical friction values are given by a map which depends on the engine speed and the engine
temperature.
4. 18 . 3 " Dr iver req ues t" tor que
This is calculated from the pedal position or the cruise control by using one of the two maps depending on the
gearbox ratio value.
py
Co
It is filtered to increase driveability and compared to the idle speed controller torque request.
In certain cases it can be overridden by the ESP, ASR, the auto transmission and the AOS.
c 0 1 0
The notion of "negative torque" exists to perform sharp deceleration with a zero pedal position (no load).
e
The maximum engine torque is calculated as a function of various criteria. It is weighted to comply with the
following parameters:
• Limitation of smoke emissions. n
a 6/2
•
v
Limitation of engine stresses (cylinder pressure; exhaust temperature).
d
A 7/0
• Protection of the transmission components.
• Requested pressure in the rail.
0
Note : For smoke emissions, the torque is a function of the engine speed and the air flow. It can be increased as
a function of the coolant temperature to improve moving off when the vehicle is cold.
The maximum torque is limited depending on:
• The fuel temperature (exceeding a threshold and weighted by the vehicle speed).
• The coolant temperature (anti-boil protection).
• Vehicle speed.
4. 18 . 4 Dr iv er tor que re ques t filterin g
The torque request is filtered by the driver request. This filter acts on the driver torque and the resistant torque.
Filtration is prevented if the speed is too low or if a change of gear is detected.
Filtration is divided into two zones:
• During acceleration.
• During deceleration.
The correction coefficients are mapped as a function of:

• The engine speed.
• The gear engaged
• The difference between the various torque values.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-77

4.19 Engine s tatus
The engine operating strategy distinguishes several states:

• Engine off (ignition off and engine speed zero).
• Engine in starting phase (ignition on and engine speed low but increasing up to idle speed).
• Engine running (engine speed greater than or equal to idle speed).
• Engine stalling (engine speed less than idle speed and engine "running" flag active).
There is an additional state known as the "Power latch" phase. This function is active when the ignition is turned off and
the engine "running" flag was active.
During this period, the DCU activates post cooling if the conditions are present (maximum duration: 6 minutes). The
processor also updates the software data ready for the next time the engine is started.
4.20 Idle s peed management
Management of the idle speed is based on two main criteria:

• The idle speed.
• The idle torque.
The strategy includes:

py
Co
=> The gear selected in the gearbox as well as the coolant temperature. When cold, the idle speed is increased. The
DCU integrates the requests from the main electrical consumers in the passenger compartment (de-icing).
e 1 0
=> The voltage level of the battery. If this is too low, the idle speed is increased.
c 0
n
=> Control of the air conditioning compressor to compensate for variations in power.
a 6/2
=> Control of the preheating plugs to compensate for variations in power.
v
=> Control of engine cooling to compensate for variations in power.
d
A 7/0
=> Faults linked to the consistency test with the brake pedal switch and the recovery mode (Limp home).
Management of the idle speed is cancelled if the vehicle speed and/or the engine speed is greater than the parameters
of the map.
0
© Delphi
4-78 DDNX354(EN) - Issue 1 of 01/2010

4 .2 1 Rail pres sure m anagement
4. 21 . 1 Prin ciple
The rail pressure operates in a closed loop.

The sensor is located on the rail and informs the DCU of the actual pressure in the rail.
The DCU adjusts the control of the IMV as a function of this value and the new operating parameters (acceleration,
deceleration).
Actuator IMV_Full opening without

supply _Control for closing.
IMV located on the
HP pump
DCU
Z8 0
Signal in
HP sensor (located
3 .5 ZZZ
CM
D ~ 6Z
9
XXX 1 2 V~ X
PWM
X CE MO XXX
0 C_
1 XXX
_ DW XXX
XXXX C MM
_
XXX DDS
WX X X
H
on the rail)
py Signal
in Volts
Co Pulses
in μs
Driver request and sensor

information e
c 0 1 0 4 injectors
n
a 6/2
Pulse > MDP
Pulse < MDP
injection/cylinder
discharge/valve
d v
A 7/0
The rail pressure is taken from maps according to the operating phases.
In the starting phase, it is a function of the indicated torque and the engine coolant temperature.
0
When the engine is running, the rail pressure setting is a function of the engine speed and the indicated torque.
This setting is weighted according to the air and coolant temperatures.
The rail pressure is limited:
• The maximum threshold depends on fuel temperature and engine speed (HP pump protection).
• The minimum threshold depends on the quantity of inlet air flowing in.
Variations in rail pressure are limited to reduce engine combustion noise.
CAUTION
When the engine is stopped, fuel is still pressurised in the rail. It is vital to wait for a minimum of 10 minutes
before working on the system.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-79

4 .2 1 .2 P res s ur e inc rea se
This function is provided by the IMV low pressure actuator on the HP pump and the DCU.
Depending on driver input and other parameters, the DCU controls the actuator to increase the fuel volume flowing
to the high pressure stage of the pump.
The DCU adjusts the actuator control to reach and regulate the required pressure setting.
Note:
When there is no power supply, the IMV is fully open as far as the high pressure pump stage is concerned.
The "mechanical" limiter fitted to the HP pump allows the circuit to be opened above the setting threshold and to
activate the recovery strategy.
4 .2 1 .3 P res s ur e dis ch arg e
The principle is to close the IMV and to successively apply very short pulses to each injector.
These pulses are sufficiently long to lift the valves and put the rail in direct communication with the return circuit
but are short enough to avoid the injector needle lifting and injecting into the cylinder.
y
These pulses are part of the pressure control strategy and are specific to each injector.
p
o
If the detection strategy associated with the CRANK sensor (which replaces the accelerometer) is faulty, the
discharge is inhibited and the recovery strategy is activated.
C
A strategy of discharge via the injectors when the engine is running allows the pressure in the rail to be reduced
e 1 0
without influencing the injection into the cylinders.
c 0
The fuel is taken up by the vacuum in the venturi in the return circuit.
n
a 6/2
d v
A 7/0
4.22 Injection phas ing
Phasing describes the injection strategy management in

the engine cycle.
There are three types of injection :
0 -110°
PMH
• The pilot injection. Pilot Injection
• The main injection.

-40° +10°
• Post injection.
Engine cycle
Main Injection
Phasing corrections depend on:
• Coolant temperature.
• Air temperature. +15° +160°
• Fuel temperature Post injection

• Atmospheric pressure
• Engine speed
• Torque requested.
• Rail pressure
All the phasings are mapped:

• Pilot injections : (between 110° before TDC and TDC).
• Main injection: (between 40° before TDC and 10° after TDC).
• Post injection (DPF): (between 15° after TDC and 160° after TDC).
© Delphi
4-80 DDNX354(EN) - Issue 1 of 01/2010


The time separating the end of one injection pulse and the start of the next injection pulse may not be less than 200
μs (electrical separation - around 2.4° at 2000 rpm).
4 .2 3 Injected fuel flow
The fuel flow represents the volume of fuel injected in the various phases of the engine cycle.
There are three types of fuel flow:
• The pilot injection flow.
• The main injection flow.
• Start of post injection.
Flow corrections depend on the following parameters :

• Air temperature.
• Fuel temperature
• Atmospheric pressure
• Engine speed
• Torque requested.
py
o
• Rail pressure
e C
The starting main fuel flow is specific. The starting phase is identified as being for an engine speed less than 800 rpm.
0
The fuel flow determined must allow torque to be produced at the lowest engine speed and to maintain this for the entire
c 0 1
starting zone. In the same way, the flow of the pilot injection is specific for this zone.
All the fuel flows are mapped.
n
• Thermal post injection
v a 6/2
For post injection the fuel flow depends on the type of post injection. There are several types of post injection:
•
•
Catalytic post injection d
A 7/0
DPF post injection (not applicable for this application).
0
All the injections interact. When the flow of a pilot injection is changed the DCU adjusts the fuel flow for the main injection
to regulate the production of engine torque. In the same way, the type of post injection will affect the main injection.
If no post injection is activated, the fuel flow is zero.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-81

4.24 EGR m anagement
4.24.1 Princ iple
Exhaust gas
Va lve con tro l

EGR va lve
w ith posi ti on
Valve p ositio n sign al sen sor
Z8 0
M3 .5 ZZZZ
D
C ~ 96
12V XXX
XXXX MO
E
XXX C_ C
0
XXXX _ D W1
XXX MM
_C
XXXX DS
XXXX
HW
On /Off SV control
EGR By-
Cooling circuit
By-pa ss p ositio n sign al pass +
p ositio n
Tempe rature an d Comb ine d air

pressu re sign al temp erature
an d pressu re
senso r Ai r/co ola nt
Temp erature a nd flow PWM con tro l e xchan ger
sign al Flap va lve
posi ti on sig nal
EGR fl ap val ve with po sition
se nsor
Cool In let air V GT
y
tempe rature Inlet air manifold
air a nd flow .
Intercooler
o p
The EGR system aims to reduce pollutant
e C 0 Inlet a ir set ting wit h E GR
(mg/st )
emissions, especially Nox (Nitrogen Oxide).
Recirculation of the burnt gas reduces the
n c 0 1
proportion of oxygen in the combustion chamber.
The system takes the following parameters and
v a 6/2 80 0
elements into account :

• Fresh air flow information.
d
A 7/0
700
600
•
•
Air temperature.
An electric EGR valve. 0 5 00
400
3 00
1000
Engine
torque
(N.m)
• A pneumatic EGR diaphragm/flap. 2000
200
• A vacuum pump. 0
50 3000
• A flap control solenoid valve. Engine spee d 1 00
(rpm) 150
• An exhaust gas/cooling circuit exchanger.
By acting on the EGR valve, the proportion of fresh air / burned gas entering the engine can be adapted.
The EGR setting is calculated from an "engine speed / indicated torque" map.
The EGR setting directly indicates the fresh air flow which should be allowed and is measured by the flowmeter.
It increases with engine speed and torque and is therefore inversely proportional to the volume of exhaust gas.
This setting is adjusted by the coolant and air temperatures and the vehicle speed.
There is no EGR function beyond 3000 rpm and 150 Nm.
© Delphi
4-82 DDNX354(EN) - Issue 1 of 01/2010


EGR regulation is activated if the following conditions are met:
• No fault on the flowmeter and the valve.
• No recovery mode active.
• Engine running for a minimum time period.
• Sufficient torque requested.
• Sufficient battery voltage.
• Limited duration at idle speed (avoids overheating at the inlet).
• Sufficient engine speed
• Sufficient speed.
• Consistent coolant temperature.
• Consistent air temperature.
• Consistent atmospheric pressure
Consistency tests allow faults to be detected (seizure, jamming or leaks) by comparing the variations in air flow
to the setting applied.
4. 24 . 2 Cataly tic conv er ter s
py
The exhaust gas is processed using a primary catalytic converter and a catalytic converter.
• Primary catalytic converter:
-
Co
It is located between the engine and the vehicle bulkhead.
-
- e
c 0 1 0
This is fitted rigidly on the VGT and on the main catalytic converter using a flexible mounting.
It primes and prepares the reaction in the main catalytic converter.
• Main catalytic converter: n

a 6/2
-
v
It is located in the same body as the DPF.
d
A 7/0
- It has a lateral thread for a temperature sensor.
- It is in one piece and is connected by a flexible link to the precatalyser to absorb engine movement.
-
- 0
It is of the two-way type.
It reduces emissions of carbon monoxide (CO) and hydrocarbons (HC) into the atmosphere.
In the case of Denox type emission control, it reduces the amount of nitrous oxide emissions (depending on
depollution version).
In this case it is a 4 way system with specific post injection management.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-83

4.25 Engine cooling
The control strategy for the fan(s) must ensure engine

Ai r
cooling during and after operation.
conditioning Fan control
To do this the system takes into account the engine management
coolant temperature and the ventilation requirements
VAN L VAN H
from the air conditioning system and automatic
transmission cooling. VAN H CAN H
Pa sse nger
The function must also ensure the following functions: Control compartment
Injection DCU
panel uni t
• Transmit information on the CAN network. VAN L CAN L
=> Coolant temperature for the other ECUs.
=> Temperature warning for the instrument
Injection
panel display. Temperature parameter
=> Request to stop operation of the air LED adjustment
conditioning compressor.
=> Fan rotation information.
• Supplying the circuits during all operating phases.
•
y
provide an emergency mode in the event of a fault.
p
o
The control is of the "continuous speed" type.
The control is ensured by an OCR signal to a chopper (current cutter). The OCR signal is corrected as a function of battery
voltage. Cooling is linear.
e C 0
c 0 1
The control threshold is from 96°C engine with an OCR of 20%. It increases in a linear manner up to 100% for 105°C. The
OCR can be corrected by ancillary equipment: AC, automatic transmission...
n
v a 6/2
Post fan cooling will take place if the measured temperature is greater than normal after the engine has stopped. It can
take place in the same phase as the power latch. The fan speed will be constant and the duration proportional to the rise
d
in temperature, but with a maximum limit of six minutes.
A 7/0
The cooling function is determined during programming of the DCU and the unit depending on the vehicle equipment.
CAUTION
0
It is possible that the vehicle has an electrically controlled thermostat. The cooling strategy will integrate this parameter.
Cooling is diagnosed by the DCU.

If the DCU does not detect a signal after 15 seconds it generates a fault code which is specific to each case.
If the temperature sensor is faulty, a recovery mode is activated. It causes:
• Operation of the fan(s) at high speed.
• Stopping of compressor operation
• Illumination of the coolant temperature LED
If a fan or one of the control outputs raises a fault, a fault mode is activated. This causes a reduction in the warning
thresholds.
© Delphi
4-84 DDNX354(EN) - Issue 1 of 01/2010

4 .2 6 Additional heating
There are several additional heating systems, depending on vehicle type:

• By air/coolant exchanger with the exhaust gas.
• By electrical resistance elements in the coolant circuit.
• By electrical resistance elements in the passenger compartment air circuit.
• By additional heater (WEBASTO type).
Passenger VAN H CAN H

Passeng er
compartment
compartment Injectio n DCU
temperature
manage ment unit
VAN L CAN L
Heater 1 Heater 2
command command
py
under low temperature conditions.
Co
Taking into account the engine output, it is necessary to assist the increase in passenger compartment temperature
Operation depends on : e
c 0 1 0
The DCU manages the associated actuators, depending on the technology used (relays ; solenoid valves......).
• External temperature.
n
a 6/2
d v
A 7/0
• Battery voltage.
• Engine operating time.
• Engine speed
0
For most vehicles, an electrical resistance element has
been chosen and is located in the heater block.
If there is an additional combustion heater
(WEBASTO....), the fuel supply is a take off from the
engine circuit as for the DPF pump.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-85

4.27 A/C management
4 .2 7 .1 Des cr iption
Dashboard air conditioning

request Fan control
VAN H CAN H
Passenger Refrigerant fluid
Air conditioning
compartment Injection DCU pressure sensor
DCU (pressostat)
unit
VAN L CAN L
Compressor control Injection parameter

adjustment
The CAN network enables dialogue between:

•
•
This unit.
The cooling DCU.
py
• The injection DCU.
Co
4 .2 7 .2 Compo nents
e
c 0 1 0
The passenger compartment unit :
n
a 6/2
This unit centralises the cooling request from the CAN frame with the name "AC TH". The DCU authorises or
rejects the request using "AC OUT".
d v
A 7/0
It transmits this to the cooling and injection ECUs.
The passenger compartment A/C ECU :
0
It controls the cooling circuit pressure parameters.
It requests the option to engage the compressor using a CAN message to the injection DCU.
It transmits the circuit pressure value to adjust the fan control.
The injection DCU :
It receives the cooling request (CAN).
It authorises the activation or deactivation of the A/C compressor clutch.
It modifies the injection parameters to compensate for the power take-off.
The continuous pressure variation pressostat :
• This safety device is installed on the drier tank in the refrigerant circuit. It consists of an analogue pressure
sensor which sends a signal based on the coolant pressure value to the engine DCU (wired link).
The DCU sends this value to the CAN for the AC DCU. If there is a fault, the DCU uses a recovery value and
the compressor control is deactivated.
It features the same functions as for the switches. In addition, it continuously adjusts the fan cooling setting
in line with the fluid pressure.
© Delphi
4-86 DDNX354(EN) - Issue 1 of 01/2010


The compressor :
This consists of an electric actuator (coil) and a
mechanism (plate, springs and friction discs).
It is controlled by the DCU, which receives the A/C
refrigeration request.
The ECU can temporarily block the compressor
status to prevent hesitation (e.g. during the clutch
phase, full engine load.....).
4 .2 8 Pr e/pos t heating (PPH)
4. 28 . 1 Prin ciple
py
front of the engine block.
Co
The system comprises a pre/postheating unit located in the engine compartment and four plugs screwed into the
e
c 0 1 0
n
Coolant and air temperature PPH unit
DCU
a 6/2
sensors
d v Control
A 7/0
Z8 0
ZZZ 3 .5
CM
D 6Z
9
~
X V
2 ~
XX O 1 XX
CE M
_ XXX
W 0
1C XXXX
MM_ D XXXX
XXX C
DS _
XXXX D
H WX
Diagnostics
0
4 PPH
CAN network plugs
Combination LEDs
The unit is an EOBD type and is controlled by the DCU.

The plugs are controlled and diagnosed individually from the PPH unit.
A 4-way intermediate connector located close to the distribution housing provides a link with the plugs.
The electric components can be checked with kit YDT330.
The engine coolant temperature determines the operating time for the pre/post heating system.
The starting phase corresponds to the minimum time to reach idle speed.
It is a function of the combustion chamber temperature which influences combustion of the fuel.
The strategy determines the operating conditions for the plugs via the relays.
When the temperature is less than -10°C, the pressure obtained at the end of compression is not sufficient to ignite
the fuel.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-87


The fuel remains in the piston combustion bowl. At the next compression, as the temperature increases, the air
- fuel mixture ignites and can cause a risk of damage to the engine (pressure exceeds the tolerance).
The strategy is only authorised if the battery voltage is sufficient to supply the relay and the plugs.
Initially, the relays operate as a function of the engine coolant temperature.
Reference values:
Coolant temperature Preheating control duration PPH LED illumination duration

(°C) (s) (s)
-30 30 15
-25 25 13
-18 20 9
-10 10 5
-5 10 5
0 10 0
5 10 0
10
py 0 0
(Value for Patmos = 1000 mbar)

Co
c 0 1 0
In a second stage, the relays are controlled depending on the torque request.
e
The DCU prevents the supply to the plugs if the torque is high.
Reference values: n
This strategy is active as long as the idle conditions are not reached.
a 6/2
d v
A 7/0
Coolant temperature Preheating control duration PPH LED illumination
(°C) (s) (s)
-30
-25
0 130
130
-18 130 No
-10 130 illumination
0 130 of
15 180 warning LED
30 180
50 0
(Value for Patmos = 1000 mbar)

© Delphi
4-88 DDNX354(EN) - Issue 1 of 01/2010

4. 28 . 2 PPH u nit
The unit is supplied by NAGARES.

On all FORD vehicles, it is located in the battery area
near the ERU in the front left-hand wheel arch.
4. 28 . 3 Dia gnos tics (PPH)
py
The DCU diagnoses the pre/post heating function.
Co
This function can be transmitted by wire or by CAN frame. This information is binary.
The DCU generates a fault code specific to each type of fault.
e 0
The DCU activates the PPH LED on the instrument panel, through the CAN network to inform the driver of a fault.
c 0 1
4. 28 . 4 L ED (PPH)
n
a 6/2
v
The driver is informed of the status of the pre/post
d
A 7/0
heating by the illumination of the LED on the
instrument panel when the ignition is turned on.
When the LED goes out, this indicates activation of
the starter is possible.
0
The duration of the LED illumination depends on the
coolant temperature, the battery voltage and the
atmospheric pressure.
This LED only illuminates once when the ignition is
turned on.
If there is a fault in the pre/post heating system the
LED remains on during engine operation to inform
the driver.
If the PPH unit supplies the plugs permanently due
to a fault, the DCU activates a recovery mode with
reduced fuelling to safeguard the engine.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-89

4.28.5 Plugs (PPH)
the plugs are supplied by NGK.

The engine has one plug per cylinder.
They are located under the air inlet plenum
chamber.
Each plug is separately supplied by the PPH unit.
The plugs must be tightened using a torque wrench.
Failure to observe the tightening torque (10 to 15
N.m) will damage the cylinder head sealing face.
Because of this location, a sub-harness is used to
connect to the main engine harness.
This 4-way connector is located between the fuel
filter and the air intake plenum.
It is therefore possible to test the plugs form this
connector using the cable provided with YDT330.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
4-90 DDNX354(EN) - Issue 1 of 01/2010

4 .2 9 Optional equipment
4. 29 . 1 Vehic le cr uis e contr ol and s peed limite r (VCC or LVS)
This equipment is activated from the steering

wheel.
The system includes:
• A 3-way "On/Off" switch with cruise control or
speed limiter options.
• An instantaneous speed memory.
• A "+ and -" control to adjust the setting.
• An integrated strategy with the unit and the
engine DCU.
• A "redundant" brake pedal switch.
• A VCC or LVS LED on the control panel.
Activating the switch informs this unit of the driver's

request.
py
Co
This unit sends the information via the CAN to the engine DCU.
The strategy monitors actions on: e

c 0 1 0
The driver adjusts the speed setting. This function requires a minimum speed of 60 km/h to operate.
• The accelerator pedal :

n
a 6/2
In cruise control mode, the driver may accelerate, as soon as he releases the accelerator, the cruise control
v
system returns to the last cruising speed setting.
d
A 7/0
In speed limiter mode, the driver may accelerate; the strategy retains the selected setting.
However, if the pedal is pressed to its maximum position, the setting will be deactivated; the driver's request
• Brake pedal:
0
and the limiter will be reactivated once the speed has decreased to below the last memorised setting.
Any action at the brake pedal overrides the cruise control strategy. The driver must reset the cruising speed
to restore the strategy.
• The clutch pedal :

Cruise control is deactivated while the clutch pedal is being pressed in order to adapt the engine parameters
to this transition zone.
• The "+ and -" control :

The cruising speed can be increased or decreased whilst the cruise control is active to suit the driver's wishes.
The driver can temporarily suspend the cruise control function by pulling the control towards him in one
short movement. It can be reactivated by the driver pressing "+ or -" again.
With a manual gearbox, a consistency test (between the speed setting and the gear selected) will authorise
activation of the cruise control.
Peripheral equipment such as ESP acts directly on the cruise control.
The information is supplied by the CAN or directly on the engine DCU.
CAUTION
If the engine DCU is in default mode or recovery mode, the cruise control/speed limiter function is disabled.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 4-91

4 .2 9 .2 "Durashift" au toma tic tr ans mis s ion.
This equipment completes the FORD vehicle ranges.

The system includes:
• A mechanical unit coupled to the engine.
• Transmission and torque management
through a converter (only on the A/T).
• With a selector in the passenger compartment
to activate the drive.
- M : "Manual" or on semi-automatic by
paddles.
- A : "Automatic".
- N : "Neutral" - No gear selected and
engine rpm can vary freely.
- R : "Return" or reverse.
- P : "Parking" (only A/T).
• A grid for semi-auto/sequential mode.
py
•
• A special DCU.
Co
A selector to adapt to driving style (only A/T: normal ; snow or sport ).
• A display for the selector status.
e
c 0
The pedal floor only has a large brake pedal & 1 0
accelerator.
n
a 6/2
d v
Communication between the engine DCU and the
automatic transmission is managed by the CAN.
A 7/0
Driveability is managed through driver input and
the mechanical parameters of the engine and the
automatic transmission.
0
During gear changes, the engine DCU manages the
torque to minimise jerking and maintain the
continuity of the automatic transmission.
The vehicle cruise control/speed limiter function
(CC / LVS) is the same as for the manual gearbox
(less the clutch pedal).
However, this type of transmission means that the driver must use special control combinations:
• The driver must have their foot on the brake to move the selector out of the Parking position.
• The driver must have their foot on the brake during the shift from "D" to "R".
• The position "P" or "N" must be selected to switch the ignition off.
• Refer to the vehicle manufacturer's manual.
CAUTION
The automatic transmission DCU contains its own dedicated diagnostics.
Only faults in common and transmitted by the CAN can be present in the engine DCU.
The automatic transmission also has its own reduced performance (limp home) or recovery modes.
Programming must take this equipment into account.
© Delphi
4-92 DDNX354(EN) - Issue 1 of 01/2010

COMPONENT PLACEMENT
5 .1 COM PONENT PLA CEMENT
5. 1. 1 En gine com par tment
The location of components in the engine compartment is similar on all FORD vehicles.
1 Engine relay unit 18 Battery

2 Fuel filter 19 Solenoid valves (1 PWM - 1 On/Off)
3 Fuel heater 20 Water detector
4 High pressure pump 21 Air conditioning pressure sensor
5 IMV 22 Inlet air flap valve with position sensor
6 Venturi 23 DPF Injector
7 Fuel T° sensor 24 EGR by-pass position sensor
8 Injector (x4) 25 PPH relays
9 Fan (chopper) 26 PPH plugs (x4)
10 Air conditioning compressor 27 Inlet air P &temperature sensor
11 CAM camshaft position sensor 28 Fuel priming bulb if present
12
13
CRANK engine speed sensor
Flowmeter and air temperature sensor
py 29
30
DPF delta P sensor
Catalyser T° sensors (connector)
14
15
Coolant T° sensor
Rail P sensor
Co 31
32
Valve and EGR position sensor
VGT and position sensor
16
17
Tubular rail
e
c 0
DCU& atmospheric pressure sensor
1 0 33
34
Twin outlet vacuum pump
Oil vapour heater
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 5-93

COMPONENT PLACEMENT
5 .1 . 2 Fo rd Mo ndeo pa ss eng er com par tmen t
1 Instrument panel 6 Clutch pedal switch

2 Messaging service 7 Aerial (transponder)
3 16-pin diagnostic socket 8 A/C / compressor management
4 Dual brake pedal switch 9 Cruise control/speed limiter
5 Accelerator pedal sensor
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
5-94 DDNX354(EN) - Issue 1 of 01/2010

COMPONENT PLACEMENT
5. 1. 3 F or d G alaxy / S-M ax pas se nger c omp artm ent

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 5-95

COMPONENT PLACEMENT
5 .1 . 4 Fo rd Kuga pas s enge r com par tment

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
5-96 DDNX354(EN) - Issue 1 of 01/2010

COMPONENT PLACEMENT
5. 1. 5 F or d C- Max pas s enge r com par tmen t

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 5-97

COMPONENT PLACEMENT
5 .1 . 6 Fo rd F ocus p as sen ger co mpa rtm ent

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
5-98 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6.1 CLEANLINESS COND ITIONS
Summary : Cleanliness conditions
Caution Cleanl iness recommendations must be applied

when opening the Common Rail system.
Cleaning / Vacuuming / Protection

• Clean component environments using a clean brush and a solvent.
• Vacuum the components.
• Plug the components as soon as the circuit has been opened.
• Use lint-free cloths to protect other components from splashes and drips.
General rules
• Use a new plug.
• The plugs must be discarded after use.
•
•
py
Store the components in a clean location away from external contamination and oxidation.
Remove protective plugs only at the time of connecting the component into the system.
Working on the injectors
•
Co
If the injector shows signs of combustion, do not reuse it.
•
e 1 0
If the injector has to be reused, clean it using a solvent.
c 0
•
•
Do not use any metal brushes.
n
a 6/2
Replace the injector clamp bolts every time they are removed.
•
v
Replace the sealing washer every time an injector is removed.
d
A 7/0
Working on the HP tubes
• Clean and vacuum the tightening cap nuts.
Note:
A used HP pipe must not be reused.
0
Cleaning requirements References
Cleaning products Carclean type
Clean brush (soft bristles) N/A
Lint-free cloths N/A
Clean container N/A
Vacuum cleaner YDT205
Long vacuum cleaner nozzle YDT255 included in the kit YDT250
Clean plugs and caps from the dispenser YDT480
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-99

SUMMARIES
6.2 PL UGGING
Allocation of plugs from the dispenser YDT480
py
Co
e
c 0 1 0
n
a 6/2
d v
Components Allocation: A 7/0 On component: On vehicle:
HP pump LP inlet
LP o utlet
0 type F
type H
type M
type G
Venturi type A Type A
HP connector type K type D
Injector HP connector type K type D
LP return type A type A
Nozzle type L 9109-913
included in the kit YDT250
Rail : HP connector type K type D
HP pipes HP connector type D type D
Filter LP inlet type M type F
LP o utlet type F type M
© Delphi
6-100 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6 .3 RAIL /INJECTOR HIGH PRESSURE PIPE
Summary : Rail/Injector high pressure pipe
Important This file is a summary of points to be remembered w hen

removing/refitti ng Del phi components. For details, refer to the
complete method described in the relevant section.
Precautions
The kit DIAMAND YDT300 is not compatible with this application.
Be prepared to collect the fuel when disconnecting various pipes and sensors.
The chamfered nuts are located on the rail side.
Any operation on the HP pipes for cylinders 1 & 3 requires prior removal of the pipes for cylinders 2 & 4.
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS
Special tooling
py Part number
DIAMAND
Co YDT450 / YDT460
Sockets for HP pipe
Vacuum cleaner e
c 0 1 0 YDT339 / YDT512
YDT205
Long vacuum cleaner nozzle n
a 6/2 YDT255 included in the kit YDT250
d v
Access to component
Removal of the windscreen opening panel A 7/0 Special features
See section PRELIMINARY OPERATIONS
Resetting
0 Special features
Check the sealing of the HP connectors. Using the leak detection cycle as necessary
Schedule Time (h) Preliminary operations

1 Rail / Injector HP pipe(cyl. 2 & 4). 0,7 Inclusive
1 HP Pipe Pump / Rail 0,7 Inclusive
4 Rail / Injector HP pipes 1 Inclusive
Set of 5 HP pipes 1,2 Inclusive
Component(s) to tighten Torque

HP pipes on pump pre-torque to 18 Nm ± 2
HP pipes on injectors then torque to 27 Nm ± 2
1. pump or injector side.
HP pipes on the rail (chamfer with black nut) 2. rail side.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-101

SUMMARIES
6.4 RAIL
Summary : Rail
I mportant This file is a summary of points to be remembered when

removing/refitting Delphi components. For detai ls, refer to the
compl ete method described i n the relevant section.
Precautions
Be prepared to collect the fuel when disconnecting various pipes and sensors
Special tooling Part number

DIAMAND YDT450 / YDT460
Additional kits for electrical diagnostics
py YDT481 / YDT246
Additional kits for hydraulic diagnostics
Vacuum cleaner
Co YDT278 / YDT478 / YDT465 / YDT4 10
YDT205
Sockets for HP pipe
e
c 0 1 0 YDT339 / YDT512
Long vacuum cleaner nozzle
n
a 6/2
YDT255 included in the kit YDT250
Access to component
d v Special features
Removal of the windscreen opening panel
A 7/0 See section PRELIMINARY OPERATIONS
Resetting
Check the sealing of the HP connectors.
0 Special features
Using the leak detection cycle as necessary
Check the sealing of the HPS sensor. Use the cycle activated by the diagnostic tool

Rail with set of 5 HP pipes 1,5 Inclusive

pre-torque to 18 Nm ± 2
then torque to 27 Nm ± 2
HP pipe connections (chamfer with black nut rail side)
2. rail side.
Rail/Cylinder head fixing 22 Nm ± 2
© Delphi
6-102 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6 .5 INJECTOR
Summary : Injector
Important This fil e is a summary of points to be r emembered when

removi ng/r efitting Delphi components. For details, refer to the
complete method described in the rel evant section.
Precautions
Check the condition of the injector before refitting (traces of combustion, damage, ...)
Make sure that the flameproof washers are not stuck in the injector wells
Replace the injector clamp bolts
y
p
Special tooling
Co Part number
DIAMAND
Additional kits for electrical diagnostics e
c 0 1 0 YDT450 / YDT460
YDT481 / YDT246 / YDT330 / YDT471
n
a 6/2
YDT278 / YDT478 / YDT465 / YDT410
Vacuum cleaner
d v YDT205
A 7/0
Sockets for HP pipe YDT339 / YDT512
Long vacuum cleaner nozzle YDT255
Flameproof washer extraction tool
Injector well cleaner
0 YDT256
YDT252
Injector extractor YDT522
Access to component Special features

Removal of the windscreen opening panel See section PRELIMINARY OPERATIONS
Remove the corresponding injector harness N/A
Remove the backleak circuit N/A
Remove the corresponding HP pipe Section REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE
Resetting Special features

Upload the new C3I in to the DCU (if needed). Ensure the correct cylinder allocation is observed.

1 injector with HP pipe 1 Inclusive
4 injectors with HP pipes 2,8 Inclusive
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-103

SUMMARIES

Injector clamp bolt 7 Nm + 75° ± 5
HP pipes on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
HP pipes on injectors 1. pump or injector side.
2. rail side.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
6-104 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6 .6 PUM P/RA IL HIGH PRESSURE PIPE
Summary : Pump/Rail high pressure pipe

Precautions

Sockets for HP pipe
py YDT339 / YDT512
Vacuum cleaner
Long vacuum cleaner nozzle
Co YDT255
YDT205
Access to component e
c 0 1 0 Special features
Removal of the windscreen opening panel n
a 6/2 See section PRELIMINARY OPERATIONS
Removal of air flowmeter + air duct
d v N/A
Battery removal
A 7/0 N/A
Resetting
N/A
0 Special features
N/A


HP pipe on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
HP pipe on pump 1. pump or injector side.
2. rail side.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-105

SUMMARIES
6.7 VENTURI
Summary : Venturi
Important This file is a summary of points to be remembered when

rem oving/refitting Del phi components. For details, refer to the
Note:
THE VENTURI IS NOT CURRENTLY REMOVABLE AS IT IS INTEGRAL WITH THE PUMP BODY
THE PUMP MUST THEREFORE BE REPLACED IF THE VENTURI IS FAULTY.
See section REMOVING/REFITTING THE HIGH PRESSURE PUMP.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
6-106 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6 .8 IMV
Summary : IMV
Important This file is a summary of points to be remembered when

rem oving/refitting Del phi components. For details, refer to the
Precautions
Before starting component removal, carry out all preliminary operations. See section PRELIMINARY OPERATIONS.
This operation will depend on the vehicle configuration:
- Either using direct access on the IMV to comply with the sequence below.
- Or by removing the pump if the conditions for the operation are too difficult.
pyNever leave the IMV orifice open.
Co
Never re-use an IMV once it has been removed.
Replace the IMV mounting bolts with those provided in the kit.
e
c 0 1 0
Lubricate the IMV seals before refitting.
Special tooling n
a 6/2 Part number
DIAMAND
d v YDT450 / YDT460
A 7/0 YDT481 / YDT246 / YDT471
Vacuum cleaner
0 YDT278 / YDT478 / YDT465 / YDT410
YDT205
Additional parts and consumables Part number
Kit IMV 9109-936

Direct N/A
or
Removal of air flowmeter + air duct N/A
Battery removal N/A

Tightening the IMV in several steps See tightening recommendations below
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-107

SUMMARIES

IMV (without removing the pump) 1 Inclusive
IMV (with pump removal) 2,9 Inclusive

3 Nm
IMV mounting bolt Slacken ½ turn
1.5 Nm ± 0.2 / 3 Nm ± 0.3 / 5.5 Nm ± 0.6
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
6-108 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6.9 FUEL TEMPERATURE SENSOR
Summary : Fuel temperature sensor
I mportant Thi s file is a summary of points to be remembered when

Precautions
- Either by direct access to the fuel temperature sensor to comply with the sequence below.
-
y
Or by removing the pump if the conditions for the operation are too difficult.
p
Never leave the fuel temperature sensor orifice open.
o
Never reuse a fuel temperature sensor after removal
C
Special tooling
e
c 0 1 0 Part number
DIAMAND
n
a 6/2
YDT450 / YDT460
d v YDT481 / YDT246
A 7/0
Long 19mm socket Facom J.19LA type
Additional parts and consumables
Fuel temperature sensor kit
0 Part number
9397-503A

Direct N/A
or
Battery removal N/A

N/A N/A

Fuel temperature sensor (without removing the pump) 0,8 Inclusive
Fuel temperature sensor (with pump removal) 2,7 Inclusive
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-109

SUMMARIES

Fuel temperature sensor 15 Nm ± 1.5
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
6-110 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6.10 HIGH PRESSURE PUMP
Summary : Common Rail Pump

Precautions

DIAMAND
py YDT450 / YDT460
o
Additional kits for electrical diagnostics YDT481 / YDT246 / YDT471
Sockets for HP pipe
e C 0
YDT278 / YDT478 / YDT465 / YDT410
YDT339 / YDT512
Vacuum cleaner
n c 0 1 YDT205
17 mm crowfoot socket
v a 6/2 Facom 18.17 type

d
A 7/0
Seal on the inje cto r backleak / pump venturi connector
Part number
9001-888
Oldham only
0 7190-299

Battery removal N/A
Remove the backleak circuit N/A

N/A N/A

High pressure pump 2,6 Inclusive

HP pump fixing bolt on the engine block 22 Nm ± 2
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-111

SUMMARIES

HP pipe on the rail (chamfer with black nut) pre-torque to 18 Nm ± 2
HP pipe on pump 1. pump or injector side.
2. rail side.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
6-112 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6 .1 1 FUEL FILTER
Summary : Fuel filter

Precautions
Check the condition of the filter.
Check the heater seal condition (if present)
Replacement frequency : Refer to the vehicle service booklet.
Special tooling
py Part number
DIAMAND
Vacuum cleaner
Co YDT450 / YDT460
YDT205
Additional kit for electrical diagnostics
e
c 0 1 0 YDT246
Access to component n
a 6/2 Special features
Direct
d v N/A
Resetting A 7/0 Special features

Prime the fuel circuit 0 N/A

Fuel filter 0,5 Without

Mounting bolt 10 Nm
Water detector Piercing of the plastic diaphragm then contact by hand tightening.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-113

SUMMARIES
6.12 DCU
Summary : DCU

Precautions

Additional kit for electrical diagnostics YDT481
Access to component
py Special features
Direct
Co Position : front left hand side of the vehicle under the plastic cover
Indirect
e
c 0 1 0 Position : in the front left-hand vehicle bumper
Resetting
n
a 6/2
Special features
Initialise the DCU (programming)
d v Refer to the diagnostic manual
Schedule
A 7/0 Time (h) Preliminary operations
DCU only (without diagnostic operation)
DCU only (without diagnostic operation)
0 0,5
1,2
Without
Remove front bumper
Uploading the DCU matching and programming data 0,5 Without
Configuration, C3I and programming values 0,5 Without

DCU mounting bolts (on plastic base) Tighten by hand.
DCU mounting bolt (on metal plate) 2 Nm
© Delphi
6-114 DDNX354(EN) - Issue 1 of 01/2010

SUMMARIES
6 .1 3 TIGHTENING RECOMMENDATIONS

HP pipes on pump pre-torque to 18 Nm ± 2
HP pipes on injectors then torque to 27 Nm ± 2
HP pipes on the rail (chamfer with black nut) 2. rail side.
Rail/Cylinder head fixing 22 Nm ± 2
Injector cla mp bo lt 7 Nm + 75° ± 5
3 Nm
IMV mounting bolt Slacken ½ turn
1.5 Nm ± 0.2 / 3 Nm ± 0.3 / 5.5 Nm ± 0.6
Fuel temperature sensor 15 Nm ± 1.5
HP pump fixing bolt on the engine block 22 Nm ± 2
Mounting bolt
py 10 Nm
Water detector
DCU mounting bolts (on plastic base)
Co Tightening to pierce the plastic diaphragm then hand tighten to contact.
Tighten by hand.
DCU mounting bolt (on metal plate)
e
c 0 1 0 2 Nm
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 6-115

SUMMARIES
6.14 SCHEDULE
Removal / Refitting Time (h) Preliminary operations

Preliminary operations 1 - Cleaning and access to the injection system 0,2 N/A
Preliminary operations 2 - Windscreen opening panel 0,4 N/A
Preliminary operations - total 0,6 N/A
HP pipes:
4 Rail / Injector HP pipes 1 Inclusive
Set of 5 HP pipes 1,2 Inclusive
Rail :
Rail with HPS and 5 HP pipes
Injector:
py 1,5 Inclusive
1 injector with HP pipe

Co 1 Inclusive
4 injectors with HP pipes
Pump and associated components : e
c 0 1 0 2,8 Inclusive
IMV (without removing the pump) n

a 6/2 1 Inclusive
IMV (with pump removal)
d v 2,9 Inclusive
A 7/0
Fuel temperature sensor (without removing the pump) 0,8 Inclusive
Fuel temperature sensor (with pump removal)
Complete high pressure pump 0 2,7
2,6
Inclusive
Inclusive
Fuel filter
Filter element replacement 0,5 Without
DCU and associated operations:
DCU only - direct access(without diagnostic operation) 0,5 Without
DCU only - indirect access(without diagnostic operation) 1,2 Removing the front bumper
Uploading the DCU matching and programming data 0,5 Without
Uploading the C3Is and programming values 0,5 Without
Complete system 5 Inclusive
© Delphi
6-116 DDNX354(EN) - Issue 1 of 01/2010

PRELIMINARY OPERATIONS
There are two types of bonnet opening depending on the vehicle range:
• From a direct control inside the passenger compartment.
• By a lock under the grill logo.
For versions with a lock under the logo, turn the logo
through 180° to access the bonnet lock.
Two turns of the key are necessary to completely unlock
the bonnet.
py
•
o
Switch off ignition and wait for 30 seconds or for
the end of the post cooling phase. (End of the
Power Latch phase).
C
• Disconnect the battery.
e
c 0 1 0
• Remove the engine cover.
n
a 6/2
d v
A 7/0
0
Note:
depending on the vehicle type, access to Common-rail systems is much easier with the removal of the windscreen
opening panel.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 7-117

PRELIMINARY OPERATIONS
• Depending on the vehicle type, move the brake

fluid reservoir.
• Move the reservoir away from the area of
operation.
• For operations on the pump, additional dismantling is required solenoid valve bracket.........).
Note:
PUMP AND ASSOCIATED COMPONENTS.

py
Access to the pump is described in detail under REMOVAL in the section REMOVING/REFITTING THE HIGH PRESSURE
After any operation you must:

Co
•
•
Reconnect the battery.
e
c 0 1 0
To erase the fault codes caused by the operations.
•
n
a 6/2
To reset the sequential window step motors (Activate the switch with successive pulses until the window closes
completely, then move the window down and back up in sequential mode).
•
d v
To test the HP circuit sealing using the leak detection cycle (launched from the diagnostic tool).
A 7/0
0
© Delphi
7-118 DDNX354(EN) - Issue 1 of 01/2010

REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE
For this section, please refer to the following paragraphs when the situation warrants it :
• CLEANLINESS CONDITIONS
• PLUGGING
• TIGHTENING RECOMMENDATIONS
• SCHEDULE

8 .1 REM OVING A RAIL /INJECTOR HIGH PRESSURE PIPE
Before starting component removal, carry out all

preliminary operations. See section PRELIMINARY
py
OPERATIONS.
Co
CAUTION
e
c 0 1
The HP pipes for cylinders 1 & 3 are identical. The HP 0
nuts are located on the rail side. n
pipes for cylinders 2 & 4 are identical. The chamfered
a 6/2
d v
A 7/0
• Clean each HP end before fitting a protective plug.
• Vacuum out each HP end before fitting a protective
•
plug.
0
Slacken the 2 HP connectors of a tube with the
sockets YDT339 / YDT512 before removing it
• Remove the HP pipe.

• Plug the openings.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 8-119

REMOVING/REFITTING A RAIL/INJECTOR HIGH PRESSURE PIPE
8.2 PREPARING A RAIL/INJECTOR H IGH PRESSURE PIPE
The HP pipes provide a link between all of the components of the common rail system.
CAUTION
For the rest of the operations (HP pipes, HP pump, rail...), follow the cleanliness and safety instructions and use the
correct tightening torques.
There are two types of HP pipe for injectors :

• HP pipes for cylinders 1 & 3.
• HP pipes for cylinders 2 & 4.
• Plug the openings.
8.3 REF ITTING A RAIL /INJECTOR HIGH PRESSURE PIPE
CAUTION
• Remove protective plugs only at the time of connecting the HP pipe.
•
y
Remove and discard the plugs from the HP pipe concerned.
p
•
o
Insert the pipe olives in the injector cone and the
rail and hand tighten the nuts.
C
• Torque tighten the HP pipe.
e
c 0 1 0
Apply this method for all the HP pipes.
n
a 6/2
Refit the components in the reverse order of removal.
• Connect the battery.
d v
•
• A 7/0
Start the engine and let the engine speed stabilise.
•
0
Erase the fault codes caused by the operations.
© Delphi
8-120 DDNX354(EN) - Issue 1 of 01/2010

REMOVING/REFITTING RAIL
• PLUGGING
• SCHEDULE

Additional kits for electrical diagnostics YDT481 / YDT246
Additional kits for hydraulic diagnostics YDT278 / YDT478 / YDT465 / YDT410
Sockets for HP p ip e YDT339 / YDT512
9 .1 REM OVING THE RAIL

py
Co
Carry out an electrical diagnostic procedure to confirm malfunction before removing any common rail
sensor or actuator.
e
c 0 1 0
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any common rail
component.
n
a 6/2
•
d v
Remove the 4 HP RAIL/INJECTOR pipes. See
A 7/0
section REMOVING/REFITTING A RAIL/INJECTOR
HP PIPE or the file SUMMARY - RAIL/INJECTOR
•
HIGH PRESSURE PIPE.
0
Remove the PUMP/RAIL HP pipe See section
REMOVING/REFITTING A PUMP/RAIL HIGH
PRESSURE PIPE or the file SUMMARY - PUMP/
RAIL HIGH PRESSURE PIPE.
• Disconnect the HPS sensor. (3 way ; black, red error
proofing) be careful to use the correct unlocking
procedure to avoid damaging the connector.
• Move the rail electric wiring out of the way.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 9-121

• Remove the three rail mounting bolts.

• Remove rail.
• Store the rail in a clean location away from external
contamination and oxidation.
9.2 PREPARING THE RAIL
• Check that the new rail is fitted with all its protective plugs.
•
py
Remove protective plugs only at the time of connecting the HP pipe.
•
•
Check the general condition of the new rail.
Co
Check the condition of the connectors on the harness and HPS.
9.3 REF ITTING THE RAIL e

c 0 1 0
• n
a 6/2
Position the rail against the cylinder head.
•
v
Install the rail/cylinder head mounting bolts.
d
• Torque tighten.
A 7/0
CAUTION
0
Remove protective plugs only at the time of connecting
the HP pipe.
• Fit the PUMP/RAIL HP pipe. See section

REMOVING/REFITTING A RAIL/INJECTOR HP
PIPE or the file SUMMARY RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Refit the HP RAIL/INJECTOR pipes. See section
PIPE or the file SUMMARY - RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Reconnect the HPS connector (3 way ; black ; red
error proofing).
© Delphi
9-122 DDNX354(EN) - Issue 1 of 01/2010

• Start the engine and let the engine speed stabilise.
• Check the sealing of the HP connectors.
• Check the sealing of the HPS sensor.
• Erase the fault codes caused by the operations.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 9-123

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
9-124 DDNX354(EN) - Issue 1 of 01/2010

• PLUGGING
• SCHEDULE

Additional kits for electrical diagnostics YDT481 / YDT246 / YDT330 / YDT471
Long vacuum cleaner nozzle YDT255
Flameproof washer extraction tool YDT256 included in the kit YDT250
Injector well cleaner
Injector extractor
py YDT252
YDT522

Co Part number
Injector sealing washer 2.25mm
e
c 0 1 0 9001-850D
n
Injector connector assembly
a 6/2
9001-845
d v
Injector connector seal 9001-846
A 7/0
Seal on the injector backleak / pump venturi connector 9001-888
1 0. 1 REM OVING AN INJECTOR

0
sensor or actuator.
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any common rail
component.
• Remove the corresponding Rail/Injector HP pipe. See section REMOVING/REFITTING A RAIL/INJECTOR HP PIPE
or the file SUMMARY - RAIL/INJECTOR HIGH PRESSURE PIPE.
• Unclip the corresponding harness(es).
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 10-125

Remove the backleak circuit
5 B
3 4
2
1
B
B A
B
B
C
t°
• CAUTION
py
It is vital to remove the complete backleak duct to avoid torsion damage to the connectors that are fixed to it. The
injector connectors must be removed before the pump backleak. Loosen the 5 connectors (4 injectors + 1 pump)
• Unclip the green part.

Co
then remove the connectors. Start with the cylinder on the timing side and progress towards the HP pump.
•
e
Disconnect the connector but only apply force to
c 0 1
the black part in the same axis to avoid damage to
0
the seal.
n
a 6/2
1
A
• Clean the LP system environment.
d v
A 7/0
• Vacuum the LP system environment.
• Plug all openings on the LP pipes and on the pump
using new caps and plugs.
0 x4
Y DT273/YDT266
© Delphi
10-126 DDNX354(EN) - Issue 1 of 01/2010

• Disconnect the electrical connector using needle

nosed pliers.
• Loosen the injector clamp bolt.

• Remove the bolt.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
•
0
Remove the clamp by lifting the injector slightly
• Remove the injector from the cylinder head using
the tool YDT522.
CAUTION
• If the injectors in cylinders 2, 3 & 4 are "stuck" in
the cylinder head, the rail must be removed to
allow the clamps to be removed.
• In this case, a puller must not be used or the injector
may be damaged.
• If the sealing washer remains stuck in the cylinder

head, remove it using the special extractor.
YDT256 .
1 0. 2 PREPARING AN INJECTOR
• Check that the new injector is fitted with all its protective plugs.
• Check the general condition of the injector.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 10-127

• Check there is a new sealing washer.
• Check the condition of the injector connector.
• Check the O ring and the condition of the clip on the return circuit.
• Check the condition of the vehicle wiring.
• Check there is no sealing washer in the injector well (old washer).
• If an injector is to be reused, extract and replace the sealing washer.
CAUTION
If the injector shows signs of combustion due to sealing problems, do not reuse it.
• Check and read the C3I.
Check:
• The condition of the clamp fork
• The condition of the clamp bolt.
• That there is a new sealing washer.
CAUTION
With the "reconditioned" cylinder head:
py
•
o
Consult the vehicle concessionaire for the sealing
washer thickness.
C
e
c 0 1 0
n
a 6/2
On the backleak circuit :
d v
A 7/0
• Check the condition of each connector (lock, seal) and replace if necessary.
• Check the connector lock throat.
•
• Check the condition of the tubes. 0
Lubricate each seal with a "CT815" ORAPI type grease or equivalent.
• Check the condition of the connector (2 way ; grey) on the vehicle harness (contacts, seal) and replace if necessary.
• Check the condition of the plastic injector centring ring and replace if necessary.
• Prepare the new HP pipes.
© Delphi
10-128 DDNX354(EN) - Issue 1 of 01/2010

1 0. 3 REF ITTING AN INJECTOR
Injector well cleaning

• Use tool YDT252.
• Position the tool in the wells.
• Lower the centring device into the sleeve of the
injector.
• Turn the knob clockwise without pressing on
it.
• Remove and clean the scale off the contaminated
tool.
• Vacuum out the well with the nozzle YDT255 and
the cylinder head environment.
• Fit a new sealing washer on the injector.
CAUTION
Do not remove the HP inlet protective plug during these
operations.
py
Refit the injector
•
Co
Position the injector clamp fork tilted over
• e
(spherical flange and marking uppermost).
c 0 1
Slide the injector nose into the well(connector
0
towards the operator).
n
a 6/2
•
v
Synchronise the insertion of the injector and the
clamp fork.
d
• Install the clamp bolt.
A 7/0
0
• Gently tighten the clamping bolt.
• Pre-tighten the bolt to : 7 N.m.
• Angle-torque the bolt to : 75° ± 5.
CAUTION
Remove protective plugs only at the time of connecting
the HP pipe.
• Refit the HP RAIL/INJECTOR pipes. See section

PIPE or the file SUMMARY RAIL/INJECTOR HIGH
PRESSURE PIPE.
• Fit the injector connector.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 10-129

Refit the backleak circuit

• Refit the backleak circuit starting with the pump, then cylinder 1, then 2,3 and finally 4 on the timing side.
• Fit the LP circuit connectors axially aligned without locking them to avoid cutting the seals.
• Check that there is no tension in any connector and then lock the assembly.
Resetting
• Configure the new C3I in the DCU.
CAUTION
Ensure the correct cylinder allocation is observed.
• Check that all the C3I are correct for the relevant cylinders.

• Check the sealing of the HP connectors. (using the leak detection cycle if necessary)
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
10-130 DDNX354(EN) - Issue 1 of 01/2010

REMOVING/REFITTING THE HIGH PRESSURE PUMP AND ASSOCIATED COMPONENTS
This section describes the removal / refitting of the following components :

• HP Pipe Rail/Pump.
• HP pump.
• Venturi.
• IMV
• Fuel temperature sensor.
• PLUGGING
• SCHEDULE
The procedures for operations on the DELPHI system components depend on the layouts for each vehicle.
The following components may be accessed directly. In this case, refer directly to the paragraphs relating just to the
components (without the section on REMOVAL) :
• Venturi in the section REMOVING/REFITTING THE VENTURII.
•
•
py
IMV in the section REMOVING/REFITTING THE IMV.
Fuel temperature sensor in the section REMOVING/REFITTING THE FUEL TEMPERATURE SENSOR.
1 1. 1 REM OVAL
Co
e
c 0 1 0
sensor or actuator.
n
a 6/2
Carry out the hydraulic diagnostic procedure to confirm malfunction before removing any Common Rail
component.
d v
A 7/0
• Remove the flowmeter connector.
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-131

• Remove the flowmeter harness plastic clip using

needle nosed pliers.
• Unscrew the flowmeter support collar on the

flexible hose in front of the compressor.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
•
0
Remove the air filter by unscrewing the plastic lug
on the left hand headlamp side.
© Delphi
11-132 DDNX354(EN) - Issue 1 of 01/2010


• Remove the flexible plastic hose on the pipe leading to the turbo by cutting the plastic clip.
• Remove the regulator cover.
• Unscrew and unclip the flat connector on the lower

part of the regulator.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
• Locate and unscrew the 2 terminals. (Battery
terminals on the left)
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-133

• Apply pressure to the two locking lugs

simultaneously:
- One on the top right
- Another on the front face behind the right
hand terminal.
• Move the regulator away from the area of
operation.
• Tilt the battery cover to remove it.

• Disconnect the battery earth terminal.
• Move the earth terminal away from the working
area.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
•
0
Loosen and remove the battery clamp.
© Delphi
11-134 DDNX354(EN) - Issue 1 of 01/2010

• Remove the battery and its plastic support by

loosening the 2 bolts.
• Protect the lower part of the pump using a 'lint-
free cloth to absorb fuel spills.
• Prepare the plugs from the dispenser YDT480.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-135

11.2 REMOVING/REFITTING THE PUMP/RAIL HIGH PRESSURE PIPE

11.2.1 REMO VING TH E PUM P/RAIL HIG H PRESSURE PI PE
• Clean each HP end before fitting a protective

plug.
• Vacuum out each HP end before fitting a
protective plug.
• Slacken the HP unions.
py
CAUTION
For the pump HP union, apply a counter torque to
the HP outlet with a flat spanner.
Co
e
c 0 1 0
•
•
Remove the HP pipe.
Plug the openings: n
a 6/2
- On the rail.
d v
A 7/0
- On the HP pump.
0
11.2.2 PRE PA RI NG TH E PU MP/RAIL HIG H PRESSURE PIPE
The HP pipes provide a link between all of the components of the Common Rail system.
CAUTION
For the rest of the operations (HP pipes, HP pump, injectors, rail...), follow the cleanliness and safety instructions
and use the correct tightening torques.
© Delphi
11-136 DDNX354(EN) - Issue 1 of 01/2010

11 .2 .3 REFITTING A RA IL /INJ ECTOR H IGH PRESSU RE PIPE
CAUTION
• Remove protective plugs only at the time of
connecting the HP pipe.
• Remove and discard the plugs from the HP
pipe concerned.
• Fit the pipe olive into the pump cone and hand
tighten the nut.
• Fit the pipe olive into the rail cone and hand
tighten the nut.
• Tighten the HP pipe to a torque of 21 Nm ±
1.
• For the pump outlet HP union, apply a counter
to avoid rotation of the HP outlet.

py
torque with a flat spanner when tightening
Co
Refit the components in the reverse order of
removal.
• Connect the battery. e
c 0 1 0
•
n
Start the engine and let the engine speed
stabilise.
a 6/2
•
v
d
•
A 7/0
Erase the fault codes caused by the
operations.
0
1 1. 3 REM OVING/REFITTING THE VENTURI
CAUTION
THE VENTURI IS NOT CURRENTLY REMOVABLE AS IT IS INTEGRAL WITH THE PUMP BODY
THE PUMP MUST THEREFORE BE REPLACED IF THE VENTURI IS FAULTY.
See section REMOVING/REFITTING THE HIGH PRESSURE PUMP.

© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-137

11.4 REMOVING/REFITTING THE IMV
• Either using direct access on the IMV to comply with the sequence below.
• Or by removing several elements if the operation conditions cannot be met. See section REMOVAL.

Kit IMV 9109-936
11.4.1 REMO VING TH E IM V

py
• Protect the environment against fuel spills.
Co
•
•
Disconnect the IMV.
Clean the IMV and surrounding area using a e
c 0 1 0
solvent (type CARCLEAN) applied using a
n
a 6/2
clean brush. Take extra care to ensure the
v
contact area between the IMV and the pump
d
A 7/0
housing is clean.
• Remove particles using a vacuum cleaner

(BLOVAC BV11).
© Delphi
11-138 DDNX354(EN) - Issue 1 of 01/2010

• Remove the two IMV mounting bolts.

• Rotate the IMV on itself to break the paint
sealing.
• Clean and vacuum the IMV and pump housing

again.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
•
0
Extract the actuator from its location. Loosen
by hand using small rotating movements. Do
not use connector as a lever.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-139

• Clean and vacuum the IMV flange and the

machined surface in the pump housing.
Note:
To avoid the risk of contaminating the pump, do not
remove the faulty IMV until a new IMV is to hand.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
11-140 DDNX354(EN) - Issue 1 of 01/2010

11 .4 .2 PREPARING T HE IMV
CAUTION
Never leave the IMV orifice open.
Never re-use an IMV once it has been removed.
General condition
• Check the condition of the sensor connector. (2 way; brown).
• Replace the IMV mounting bolts with those provided in the kit.
• Lubricate the IMV seals.
• The pump housing contact surface of the IMV must be free of paint particles.
11 .4 . 3 REF ITTING THE IM V
• Only remove new unit from its packaging just before fitting it in the place of the faulty component.
• Lubricate IMV O rings using the lubricant supplied in the kit.
• Insert the IMV into its housing by rotating slightly.
•
y
The electrical connector is on the side of the pump housing.
p
CAUTION
Do not force connector when fitting IMV.
Co
• e
c 0 1 0
While keeping the IMV in contact with the
• n
pump housing, hand tighten the two bolts.
a 6/2
Then tighten these two bolts to a torque of 3
Nm.
d v
•
A 7/0
Slacken the two IMV retaining bolts by ½
turn (this releases any clamping stresses).
•
succession :
- 1.5 ± 0.2 Nm
0
Then apply the following torques in
- 3 ± 0.3 Nm
- 5.5 ± 0.6 Nm
• Reconnect the IMV.

• Reset the IMV trim to zero using the diagnostic tool (ditto after changing the HP pump).
• Erase the fault codes.
• Start engine and let engine speed stabilise.
• Use the manual priming pump if necessary.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-141

11.5 REMOVING/REFITTING THE F UEL TEMPERATURE SENSOR
• Either by direct access to the fuel temperature sensor to comply with the sequence below.
• Or by removing several elements if the operation conditions cannot be met. See section REMOVAL.

Long 19mm socket Facom J.19LA type
Fuel temperature sensor kit 9397-50 3A
11.5.1 REMO VING TH E FUE L TEM PERATURE SENSOR

py
• Protect the environment against fuel spills.
Co
•
•
Disconnect the fuel temperature sensor.
Clean diesel temperature sensor and e
c 0 1 0
surrounding area using a solvent(type
CARCLEAN) applied using a clean brush. n
a 6/2
v
Take extra care to ensure the contact area
d
A 7/0
between the sensor and the pump housing is
clean.
•
(BLOVAC BV11). 0
Remove particles using a vacuum cleaner
• Protect the IMV using a lint-free cloth .

• Remove the sensor using a long socket.
© Delphi
11-142 DDNX354(EN) - Issue 1 of 01/2010

• Remove the fuel temperature sensor.
Note:
To avoid the risk of contaminating the pump, do not
remove the faulty fuel temperature sensor until the
new component is available !
11 .5 .2 PREPARING T HE FU EL TEM PERATU RE SENSOR
CAUTION
Never leave the sensor orifice open.
py
Never re-use a sensor once it has been removed.
Co
General condition
•
e 1 0
Check the condition of the sensor connector (2 way; green).
c 0
•
n
Lubricate the fuel temperature sensor seal.
a 6/2
v
11 .5 . 3 REF ITTING THE F UEL TEMPE RA TURE SE NSO R
d
•
A 7/0
Check the presence and condition of the
copper seal on the sensor.
•
•
0
Clean around the fuel temperature sensor.
Vacuum around the fuel temperature sensor.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-143

• Insert the sensor into its housing taking care

to avoid damaging the O ring against the
hydraulic head thread.
• Tighten the sensor to a torque of 15 Nm ±
1,5.
• Reconnect the fuel temperature sensor.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
11-144 DDNX354(EN) - Issue 1 of 01/2010

1 1. 6 REM OVING/REFITTING THE HIGH PRESSURE PUMP

Additional kits for electrical diagnostics YDT481 / YDT246 / YDT471
17 mm crowfoot socket Facom 18.17 type
Seal on the injector backleak / pump venturi connector 9001-888
Oldham only 7190-299
py
11 .6 .1 REM OVING T HE HIGH PRESSU RE PUM P
Co
• Remove PUMP/RAIL HP pipe. See section
e
c 0
1 0
HIGH PRESSURE PIPE. n
PIPE or the file SUMMARY RAIL/INJECTOR
a 6/2
Remove the low pressure circuit
d v
A 7/0
• Lift the central connector lock using a small
flat bladed screwdriver.
•
•
Press on the fixed part of the lock.
0
Remove the Quick-fit connector in line with its
axis.
• Plug the connectors.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-145

• Move the connectors away from the area of

operation.
Remove the pump panel

• Unclip the IMV electrical connector (brown),
and the fuel temperature sensor connector
(green).
py
•
•
Remove the harness retaining clip.
Co
Move the electrical wiring away from the area
•
of operation.
e
c 0
Unscrew the plastic bracket holding the
1 0
•
harness near the panel
n
a 6/2
Remove the 2 panel bolts and the nut.
•
v
Move the panel away from the area of
d
A 7/0
operation.
•
0
Unclip the coolant temperature connector
(green).
• CAUTION
The coolant temperature connector (green) is
identical to the fuel temperature sensor
connector.
Mark the two connectors to avoid inadvertent
swapping when reconnecting.
• Disconnect the Mastervac vacuum to vacuum
pump duct and move it to one side.
• Move the bleed pipe for the coolant circuit to
one side.
• Move all of the pipes away from the area of
operation.
© Delphi
11-146 DDNX354(EN) - Issue 1 of 01/2010


Remove the backleak circuit
CAUTION
It is vital to remove the complete backleak duct to avoid torsion damage to the connectors that are fixed to it. The
injector connectors must be removed before the pump backleak. Loosen the 5 connectors (4 injectors + 1 pump)
then remove the connectors. Start with the cylinder on the timing side and progress towards the HP pump.
B
5
3 4
2
1
B
B
A
B
B
C
py t°
• Unclip the green part.

Co
•
e 1 0
Disconnect the connector but only apply force
c 0
to the black part in the same axis to avoid
damage to the seal.
n
a 6/2
1
A
•
v
Clean and vacuum the LP system
d
A 7/0
environment.
• Plug all openings on the LP pipes and on the
pump using new caps and plugs.
•
0
Clean and vacuum the HP system
environment.
x4
Y DT273/YDT266
• Unscrew the 2 HP connectors using the

special sockets YDT339 / YDT512.
CAUTION
Apply a counter-torque between the HP pump
outlet and the HP pipe nut using a 15mm flat
spanner.
• Remove the HP pipe.

• Plug all the HP openings.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-147

• Remove the 3 HP pump mounting bolts.
• Waggle the HP pump gently to remove it.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
•
0
Recover the Oldham coupling and the pump/
cylinder head seal.
• Store the pump and the HP pipe in a clean
location away from external contamination
and oxidation. (Plastic box with lid)
1 1 .6 .2 PRE PA RI NG TH E H IGH PRE SSU RE PUM P
CAUTION
Remove the protective plugs only when connecting the HP or fuel supply pipes.
© Delphi
11-148 DDNX354(EN) - Issue 1 of 01/2010

Tubing and connectors

• Check the condition of the LP fuel inlet/outlets (locking, throat, seals) and replace if necessary.
• Check the condition of the fuel lines.
• Check the condition of the venturi inlet.
• Check the condition of the IMV connectors (2-way brown) and of the fuel temperature sensor (2-way;
green).
Mechanical units
• Check that the pump shaft turns freely.
• Check the condition of the oil lip seal on the pump shaft. (if reusing the original pump)
• Replace if damaged:
- Grease the Oldham coupling before mounting(the surfaces are naturally shiny in use).
- The pump mounting bolts.
- The pump/cylinder head seal.
11 .6 .3 REFITTING THE HI GH PRESSURE PUMP
Refitting the HP pump

•
•
py
Lubricate the pump nose to aid insertion.
Position the HP pump in front of its mounting.
• Note:
Co
Depending on the accessibility of the vehicle,
e
c 0 1 0
it is easier to fit the Oldham coupling on the
camshaft rather than on the pump as it can fall
•
during assembly.
n
a 6/2
Align the pump shaft with the coupling and
v
the position of the camshaft(phasing does not
d
A 7/0
apply) .
• Engage and fit the pump on the cylinder head.
•
•
bolts. 0
Engage and manually tighten the mounting
Tighten to a torque of 21 Nm ± 2.
Refitting the HP pump panel

• Position the panel.
• Refit the panel.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 11-149

Refit the pump components

• Remove the protective plugs from the HP
openings.
• Clean the HP circuit environment.
• Fit the PUMP/RAIL HP pipe. See section
PIPE or the file SUMMARY RAIL/INJECTOR
HIGH PRESSURE PIPE.
• CAUTION
Apply a counter torque between the HP pump
outlet and the HP pipe nut.
• Reconnect the LP fuel connectors.
• Reconnect the IMV and fuel temperature
sensor.
Refit the backleak circuit

• Refit the backleak circuit in reverse order of
removal.
py
•
Co
Fit the LP circuit connectors axially aligned
without locking them to avoid cutting the
seals.
•
e
Check that there is no tension in any
c 0
connector and then lock the assembly. 1 0
n
a 6/2
d v
A 7/0
Refit the other units
0
• Refit all the other elements in reverse order of removal.
• Actuate the priming pump on the filter and check the sealing of the LP circuit.
• If the engine stalls, repeat the last two actions until a stable idle is obtained (do not rev the engine during
this priming phase).
• Check the HP connector seals using the leak detection cycle (Cycle activated using the diagnostic tool).
© Delphi
11-150 DDNX354(EN) - Issue 1 of 01/2010

REMOVING/REFITTING THE FUEL FILTER
• PLUGGING
• SCHEDULE

Bulb priming pump with 10mm quick-fit male/female ----------
1 2. 1 REM OVING THE FUEL FILTER
py
Not all preliminary operations are necessary to work on the fuel filter.
Only remove the engine protection and disconnect the battery. See section PRELIMINARY OPERATIONS
o
Replacement frequency : Refer to the vehicle service booklet.
C
Remove the anti-shock protection covering the fuel filter.
e 1 0
Protect the filter environment (Alternator, A/C compressor) using a lint-free cloth.
c 0
•
•
Clean the filter environment.
n
a 6/2
Disconnect the heater (2 way black ; green
foolproofing).
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 12-151

Filter bleeding
• Be prepared to catch and collect the diesel before
opening the filter.
• Locate the bleed tube on the lower part of the filter.
• Place the tube in a container
• Open the bleed screws to empty the filter. (one at

the bottom and one at the top)
•
•
Close the bleed screws.
Recycle the fuel contained in the filter.
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
remove the Quick-fit connectors
0
• Clean and vacuum the filter quick-fit connector
environment.
• Lift the central connector lock using a small flat
bladed screwdriver.
• Press on the fixed part of the lock.
• Remove the Quick-fit connector in line with its axis.
• Plug the connectors.
• Move the connectors away from the area of
operation.
© Delphi
12-152 DDNX354(EN) - Issue 1 of 01/2010

Remove the filter cartridge

• Unscrew the 4 filter cover bolts.
• Remove the filter cover.

• Note:
reduced if the upper bleed screw is open.

py
The suction effect when removing the cover is
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
•
0
Remove and recycle the old filter element.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 12-153

• Remove and recycle the cover seal.

• Empty and recycle the remaining fuel in the filter
bowl.
• Clean the bowl and filter cover with a lint-free
cloth.
12.2 PREPARING THE F UEL F ILTER
• Check the general condition of the filter. (damage, conformance....)

•
py
Check the condition of the filter seal and change it if necessary.
12.3 REF ITTING THE FUEL FILTER

Co
• Position the new filter element.
e
c 0 1 0
•
n
Lubricate and position the new seal on the filter
head.
a 6/2
• Tighten the filter head bolts.
d v
A 7/0
• Torque tighten.
• Reconnect the heater (2 way black ; red
•
foolproofing).
Connect the quick release connectors. 0
© Delphi
12-154 DDNX354(EN) - Issue 1 of 01/2010

Resetting
• Prime the fuel circuit :
- Check that the lower bleed screw is closed.
- Open the upper bleed screw.
- Bleed the air out of the filter using the
auxiliary bulb pump as recommended.
(Bulb pump with 10mm quick fit connectors ;
clean and plugged in storage)
- Remove the bulb pump tool and finish the
priming sequence with the starter motor (5
seconds max).
- Collect the purged fuel.
- Connect the filter/pump connector

• Check the sealing of the LP connectors.
•
py
Refit the anti-shock protection covering the fuel filter.
•
o
C
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 12-155

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
12-156 DDNX354(EN) - Issue 1 of 01/2010

REMOVING/REFITTING THE DCU
• PLUGGING
• SCHEDULE

1 3. 1 REM OVING THE DCU
Carry out an electrical diagnostic procedure to confirm malfunction before removing any Common Rail
sensor or actuator.
•
py
If the DCU is communicating and has to be replaced, transfer its parameters to the diagnostic tool.
•
o
If the DCU is not communicating refer to the diagnostic manual for entering the data into the new DCU.
Notes :
C
-
e 1 0
This operation stores the parameters (C3I) and allows them to be automatically transferred into the new DCU.
c 0
n
- Refer to the instructions in the diagnostic manual for these operations.
•
a 6/2
There are several possible DCU locations in the engine compartment :
v
-
-
-
d
DCU fixed in the front bumper.
A 7/0
DCU bolted onto a plastic base.
DCU mounted on a metal panel by nuts then guided into the relay cover.
Note:
-
0
In the bumper : the DCU is screwed to a plate.
The bumper may need to be removed to gain access.
The protective cover is clipped directly onto the base.
- On a plastic base : the DCU is screwed on to a plastic base by two bolts, which is in turn fixed to the protective
cover.
The protective cover is clipped directly onto the base.
- On a metal base : the DCU is locked in place by two bolts on a metal plate guided into the protective cover.
CAUTION
When manipulating this plate, be sure not to pinch or pull the peripheral harnesses.
• Disconnect the 3 connectors from the DCU (Pass Conn black ; IMC brown; EMC grey).
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 13-157

EMC IMC PCC
CAUTION
Do not force the locking lugs on the DCU connectors.
• Remove the DCU.
Vital: Identify the allocation of the DCU to the vehicle concerned. The DCU is matched to the vehicle. It is therefore
locked when not in the vehicle.
• Store the DCU in a clean location.
py
13.2 PREPARING THE DCU
Co
•
•
Check the general condition of the DCU.
e
c 0 1 0
Check the condition of the 3 DCU connectors (Pass Conn black ; IMC brown; EMC grey).
•
n
a 6/2
Check the condition of the DCU connector locking lugs.
•
v
Check the condition and position of the vehicle wiring connector seals.
d
13.3 REF ITTING THE DCU
A 7/0
CAUTION 0
The DCU requires the vehicle specific calibrations to be loaded.
The DCU is coded with the vehicle immobiliser system. The DCU coding cannot be reversed.
• Place the DCU on its support (plastic base or metal panel).

• Tighten the screws or the nuts on the DCU.
CAUTION
On a plastic base : tighten the screws without applying excessive torque.
• Fit the assembly into the protective casing (connectors to the top).
© Delphi
13-158 DDNX354(EN) - Issue 1 of 01/2010

CAUTION
When manipulating this plate, be sure not to pinch or pull the peripheral harnesses.
• Connect the DCU connectors (Pass Conn black ; IMC brown; EMC grey).
• If reusing the old DCU there is no reinitialisation to perform.
• If using a new DCU:
- If the old DCU was not communicating, make a note of the data to initialise the DCU.
- If the old DCU was communicating, transfer the data stored in the diagnostic tool.
Vital: Refer to the instructions in the diagnostic manual for the next two operations.
• The C3I for each injector must be entered before starting the engine.
• If this operation is not carried out, a recovery mode sets the engine speed to 1300 rpm with no pedal control
possible.
• It is also necessary to copy the programming values into the new DCU memory.
• Check the configuration is correct according to the vehicle configuration.
• Start the engine to check operation.
•
•
py
When the operation is finished, activate a DPF regeneration cycle with the diagnostic tool to reset the residual
load programming.
Co
CAUTION
e
c 0 1 0
DPF regeneration generates high exhaust temperatures. If regeneration is carried out in the workshop, the gas
n
extraction system must be suitably adapted.
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 13-159

py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
13-160 DDNX354(EN) - Issue 1 of 01/2010

TEC HNI CAL INFOR MATION I II
TECHNICAL INFORMATION
1 4. 1 TIGHTENING TORQUES
Components to tighten Torque
PPH plugs/engine block 10 to 15 N.m
DCU metal panel nut 2 Nm
PPH plug terminal nut 0.8 to 1.5 N.m
PWM SV fixing nut 10 N.m max
Water detector 2.5 Nm ± 10% after plastic diaphragm pierced
HP union on pump 18 Nm then 27 ± 2 Nm
HP union on injector 18 Nm then 27 ± 2 Nm
HP connector on rail (chamfer and black nut) 18 Nm then 27 ± 2 Nm
Pump/rail HP pipe vibration damper bolt 15 ± 1 N.m
Fixing bolt under harness 8 N.m max
On/Off SV fixing bolt 10 N.m max
Injector cla mp bo lt 7 N.m then 75° ± 5°
Pump/block mounting bolt
DCU / plastic base bolt
py 22 ± 2 N.m
Tighten by hand.
Rail/block mounting bolt
IMV bolt on pump (staged tightening at the same time)
Co 22 ± 2 N.m
5.5 Nm
CRANK and CAM sensor bolt
e
c 0 1 0 10 N.m max
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-161

14.2 REF ERENCE VALUES
Terminals
Components Measuring tolerance
Sensor or DCU
"Double track" pedal sensor "signal 1" : 1 &Earth 2 YDT484
(Connector, 6 way - black error proofing) "1" : PCC35 and earth
PCC47
Voltage depends on the position
"signal 2" : 5 &Earth 4 YDT484
"2" : PCC34 and earth
PCC44
Electronic pedal sensor Between 5 and 4 YDT484 pwm signal
(Connector, 6 way - black error proofing) "PWM" : PCC51
Rail pressure sensor YDT246 YDT483 Voltage depends on the pressure
(Connector, 3 way - red error proofing) Between 1 and earth 2 IMC 20 and IMC40
CRANK sensor
(Connector, 3 way - blue error proofing)
py
YDT246
"raw " signal : 2 and earth : 1
YDT482
EMC G1 and EMC B2
Hall effect
CAM sensor
Co
YDT246 YDT483 Hall effect
(Connector, 3 way - white error proofing)
Catalytic converter temperature sensor
c 0 1 0
"raw " signal : 2 and earth : 3
eYDT537A
IMC E1 and IMC A4
Pre: Voltage depends on the temperature
(ditto on pre- and post)
n
a 6/2
Between 1 and 2 • YDT482
(Connector, 2 way - brown error proofing)
d v • EMC G2 and EMC
A 7/0
A3
Post:
DPF differential pressure sensor

0 Between 1 and 2
•
•
YDT482
EMC H2 & EMC A3
YDT482 Voltage is a function of pressure difference
(Connector, 3 way - black error proofing) EMC D2 and A2
Manifold pressure sensor YDT280 YDT483 Voltage depends on the pressure
(Connector, 4 way - grey error proofing) Between 4 and earth 3 IMC 32 and IMC 38
AC pressure sensor Between 2 and 3 YDT484 Voltage depends on the pressure
(Connector, 4 way - red error proofing) PCC 33 and 45
Inlet air temperature sensor (in AMF) Between E and C YDT482 Voltage depends on the temperature
(Connector, 6 way - black error proofing) EMC F3 and B3
Inlet air temperature sensor YDT280 YDT483 Voltage depends on the temperature
(Connector, 4 way - grey error proofing) Between 1 and 3 IMC 08 and 52
Coolant temperature sensor YDT246 YDT483 Resistance depends on the temperature
(Connector, 2 way - green error proofing) Between 1 and 2 IMC H3 and EMC B2
Fuel temperature sensor YDT246 YDT483 Resistance depends on the temperature
(Connector, 2 way - green error proofing) Between 1 and 2 IMC J3 and EMC A4
© Delphi
14-162 DDNX354(EN) - Issue 1 of 01/2010

Terminals
Sensor or DCU
Clutch pedal "On/Off" - 25% switch YDT483
Between 1 and 2 Voltage depends on pedal position
(Connector, 2 way - g rey error proofing) IMC 44 and IMC 40
Clutch pedal "On/Off" - 75% switch YDT484
Between 1 and 2 Voltage depends on pedal position
(Connector, 2 way - g rey error proofing) PCC 39 and PCC 43
"Proportional" clutch pedal sensor YDT484
3V: Between 2 and 3 Voltage depends on pedal position
(Connector, 3 way - b lack error proofing) PCC 32 and PCC 49
EGR valve - control/motor +:
(Connector, 5 way - b lue error proofing) • YDT483
YDT521D • IMC 06 pwm signal
Between 1 and 2 -: Engine: 3.5 Ω at 20 .
• YDT483
• IMC 18
EGR valve - position sensor YDT521D
py YDT483
(Connector, 5 way - b lue error proofing)
EGR exchanger by-pass - position sensor
Co
Between 3 and 4 IMC 25 and 52
YDT482
(Connector, 3 way - b lue error proofing)
e
c 0
YDT246
1 0 EMC A2
n
and Voltage depends on the position
Between 2 and 3
v a 6/2 YDT483
IMC 43
air flap control - Control/engine
(Connector, 5 way - b lack error proofing)
d
A 7/0 •
+:
YDT483
0 YDT538D
Between 4 and 5
• IMC 30
-:
pwm signal
• YDT483
• IMC 42
air flap control - po sition sensor YDT538D YDT483
(Connector, 5 way - b lack error proofing) Between 2 and earth 3 IMC 19 and IMC 39
Filter water sensor YDT246 YDT482
Voltage depends on the presence of water
(Connector, 3 way - b lue error proofing) Between 2 and 3 EMC D3
VGT position se nsor YDT246 YDT483
(Connector, 3 way - b lack error proofing) Between 1 and 3 IMC 35 and IMC 51
Brake pedal duplicate switch YDT484
Between 1 and 2 Not clo sed at rest
(Connector 2 wa y) PC 22
EGR cooler by-pass SV "on/off" Supply from the Engine Relay Unit
YDT537A YDT483
(Connector, 2 way - b lack error proofing) (+12V on pin 1)
Between 1 and 2 IMC 03
20Ω at 20°C
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-163

Terminals
Sensor or DCU
VGT " SV" SV Supply via the DCU IMC 05
(Connector, 2 way - black error proofing) (+12V on pin 1)
YDT246 YDT483
16.5Ω at 20°C.
Between 1 and 2 IMC 04
2 A max
0.9 at 99% pwm
O2 probe YDT483 Voltage depends on oxygen level
Between 2 and 6
(Connector, 6 way, black) IMC 24 and 34 Heating - Supply 12V/DCU IMC17 on pin 4
Supply 12V/DCU IMC 29 on pin 1
IMV YDT246 YDT482
5.3 Ω ± 10% at 20°C
(Connector, 2 way - brown error proofing) Between 1 and 2 EMC D4
1.2 A max
Injector n°1 to n°4 YDT482
(Connector, 2 way, grey on each injector) EMC:
py • Injector n°1 : L3
YDT471
Co •
and L4
Injector n°2 : L2
180 mΩ
e
Between 1 and 2
c 0 1 0 •
and M2
Injector n°3 : L1
n
a 6/2
and M1
d v • Injector n°4 : M3
and M4
DPF Injector
A 7/0 YDT482
0
YDT537A
Between 1 and 2 •
•
EMC K3 and earth
+ batt if activated.
0 V if not activated.
xxx Ω on these pins
DPF pump YDT483

IMC 07 and earth
YDT537A • + batt if pump not
xxx Ω on these pins
Between 1 and 2 controlled.
• 0 V if pump
controlled.
© Delphi
14-164 DDNX354(EN) - Issue 1 of 01/2010

Variable solenoid valve

(Check with YDT246)
OCR/PWM(%) Vacuum (mbar / min-max)
0 0 - 70
20 15 - 120
40 120 - 240
60 290 - 390
80 490 - 560
95 570 - 760
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-165

Coolant temperature sensor

(Check with YDT246)
Temperature(°C) Resistance (Ω)
- 40 167834
- 35 121097
- 30 88341
- 25 65121
- 20 48127
- 15 38427
- 10 27649
-5 21157
0 16138
5 12898
p
10
y 9551
Co15
20
7857
5245
e
c 0 1
25 0 5068
n
a 6/2
30 4326
d v 35 3266
A 7/0
40 2862
45 2163
0 50
55
1928
1432
60 1249
70 875
80 628
90 456
100 340
110 255
120 194
130 150
© Delphi
14-166 DDNX354(EN) - Issue 1 of 01/2010

Air temperature sensor (integral in air flowmeter)

Temperature (°C) Nominal resistance(kΩ)
- 40 43,32
- 30 24,71
- 20 14,65
- 10 8,96
0 5,65
10 3,66
20 2,43
30 1,65
40 1,14
50 0,81
60 0,58
py
Ambient air temperature sensor (depending on vehicle type)
Co Temperature (°C) Nominal resistance(kΩ)
e
c 0 1 0 - 40
- 30
9,8
9,02
n
a 6/2 - 20 7,9
d v - 10 6,59
A 7/0 0 5,17
0 10
20
3,85
2,8
30 1,97
40 1,39
50 0,98
60 0,69
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-167

Fuel temperature sensor

(Check with YDT246)
Temperature(°C) Nominal resistance(Ω)
- 40 75780
- 10 12462
25 2252
50 811
80 283
110 115
120 88
Inlet air flowmeter

Air flow (kg/h) Frequency(Hz ) Max frequency(Hz )
550
500
py 8966
8702
9077
8811
C
450o 8424 8530
e
400
c 0
350
1 0 8118
7783
8221
7884
n
a 6/2
300 7405 7502
d v 250 6981 7072
A 7/0 200 6501 6574
0 150
100
5903
5040
5991
5128
80 4569 4648
50 3804 3865
35 3315 3366
18 2582 2625
8 1816 1852
© Delphi
14-168 DDNX354(EN) - Issue 1 of 01/2010

Manifold pressure sensor (combined with temperature)

(Check with YDT280)
Pressure (mbar) Voltage (V)
500 1,58
1000 2,3
(Atmospheric pressure approx. 1020 mbar)
1500 3,2
2000 3,95
2500 4,75
Manifold inlet temperature sens or (combined with pressure)

(Check with YDT280)
Temperature (°C) Voltage (V)
py - 40
- 16
4,88
4,6
Co 08 4
e
c 0 1 0 32
56
3,04
2,02
n
a 6/2 80 1,24
d v 104 0,74
A 7/0 128 0,45
0 152
176
0,28
0,18
184 0,15
200 0,13
AC pressure sensor
Pressure (bar) Voltage (V)
0 0,2
4 0,95
8 1,7
12 2,44
16 3,2
20 3,85
24 4,67
25 4,86
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-169

Rail pressure sensor

(Check with YDT246)
Pressure (bar) Voltage (V)
0 0,5
250 0,95
500 1,4
750 1,86
1000 2,32
1250 2,77
1500 3;2
1750 3,7
2000 4,1
2025 4,2
py 2200 4,5
Co
Catalyser temperature sensor (identical pre- and post characteristics)
(Check with YDT521 - Cable A)
e
c 0 1 0Temperature(°C) Voltage (V)
n
a 6/2 100 4,9
d v 160 4,67
A 7/0 220 4,2
0 280
340
3,46
2,6
400 1,83
460 1,3
520 0,94
580 0,68
640 0,5
700 0,37
© Delphi
14-170 DDNX354(EN) - Issue 1 of 01/2010

VGT position sensor (rod displacement for control diaphragm)

(Check with YDT246)
(%) Voltage (V)
0 0
15 0,73
30 1,5
45 2,2
60 2,95
75 3,7
90 4,4
100 5
EGR exchanger by-pass position sensor

(Check with YDT246)
py (%) Voltage (V)

0
Co 4,67
10
e
c 0
20
1 0 4,25
3,83
n
a 6/2
30 3,42
d v 40 3
A 7/0 50 2,58
0 60
70
2,17
1,75
80 1,33
90 0,92
100 0,5
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-171

EGR position sensor (integral with the valve)

(Check with YDT521 - Cable D)
Opening (%) Min/max voltage(V)
0 0
15 0,73
30 1,46
44 2,2
58 2,93
74 3,66
88 4,4
100 5
Air flap valve position sensor (integrated in the unit with the motor)
(Check with YDT538 - Cable D)
py Opening (%) Min/max voltage(V)
Co 0 0
e
c 0 1 0 15
30
0,73
1,46
n
a 6/2 44 2,2
d v 58 2,93
A 7/0 74 3,66
0 88
100
4,4
5
DPF delta P sensor

(Check with YDT537 - Cable B)
Pressure (mbar) Voltage (V)
0 0,5
200 1,3
400 2,1
600 2,9
800 3,7
1000 4,5
© Delphi
14-172 DDNX354(EN) - Issue 1 of 01/2010

1 4. 3 TOOLING REQUIRED
14 .3 . 1 Chan ges in diag nos tic c ables .
Note:
(*) Change from "SICMA2" to "SICMA3" type YDT246
connectors required removal of the external lug on &
the male connectors in kits YDT246 and YDT280
YDT280.
A separate Technical Bulletin describes this
modification in detail.
This modification has been applied to kits
YDT246 and YDT280 : See DT444 .
py
14 .3 . 2 Chan ges to "SICM A" con nector s .
Change from "SICMA2" to "SICMA3" type

Co
e
connectors required a different locking system.
c 0
Unlocking is by simultaneous application of :
1 0
•
n
a 6/2
light pressure on lug [1] with a small
screwdriver. Warning:
•
d v
a light extraction effort on the connector body Push = Unlocked
A 7/0
[2] in line with the sensor or actuator axis. Pull = Broken !!!
0
This modification is described in a special
bulletin : See DT444 .
14 .3 . 3 Spec ial to oling su mma ry .

Plug dispenser YDT480
Peugeot Citroën CR kit YDT250
Upgrade kit YDT474
"Click" clip pliers YDT390
HP socket 17mm "long" YDT339
HP socket 17mm "short" YDT512
Injector extractor YDT522
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-173


Hydraulic diagnostic Part number
H3PI - Hydraulic diagnostics kit YDT278
DFI1.5 connectors - Hydraulic diagnostics YDT478
500ml container with 8mm quick-fit to measure the pump backleak flow YDT377 (also included in kit YDT465)
Kit HP-T - Hydraulic diagnostics YDT465
Dummy actuator kit YDT410
DCU diagnostic Part number
Electrical diagnostic Part number
154 way DCU terminal box harness kit (for the 48 and 53 way CINCH) YDT481 (YDT482 ; YDT483 ; YDT484)
Mini harness kit for sensors and actuators (for SICMA3 2 and 3 way) YDT246
Mini harness kit for sensors and actuators (for SICMA2 4 and 6 way) YDT280
py
Mini harness kit for sensors and actuators (for KOSTAL 4 way) YDT330
Co
Mini harness kit for sensors and actuators (for SICMA2 5 way)
Mini harness kit for sensors and actuators (for KOSTAL 6 way)
YDT521
YDT529
e
c 0 1 0
Mini wiring kit for sensors and actuators (for TYCO 2 way) YDT537
n
Mini harness kit for sensors and actuators (for KOSTAL 5 way)
a 6/2
YDT538
Injector check harness (for FCI 2 way)
d v YDT471
A 7/0
Bulb priming pump with 10mm quick-fit male/female ----------
1 4 .3 .4 Gen era l too ling sum ma ry
Standard tooling
0 Part number
Adaptor socket Facom R0.235 type
10 mm pipe wrench Facom 76.10 type
13 mm pipe wrench Facom 76.13 type
7 mm allen key Facom 83SH.7 type
Torque wrench, 0-5 Nm Facom R0.301 type
Torque wrench, 10-50 Nm Facom J.305DA type
Ratchet socket Facom S.372V type
10 mm combination wrench Facom 40.10 type
1/4 ratchet Facom R0.161 type
1/2 ratchet Facom S.161 type
Repositioner Facom S.234 type
© Delphi
14-174 DDNX354(EN) - Issue 1 of 01/2010

Standard tooling Part number

1/4 8 mm socket Facom R0.8 type
Hexagonal socket head long Facom SHP.P6L type
17 mm crowfoot socket Facom 18.17 type
Torx 25 adapter Facom EX.625 type
Torx female socket 6 Facom RTX.6 type
Thin nose pliers Facom 185.20CPY type
1/4 extension Facom R0.209 type
1/4 extension Facom R0.210 type
1/2 extension Facom S.210 type
1/2 extension Facom S.215 type
1/2 extension
py Facom S.208 type
Reducer
Angular tightening sector
Co Facom S.230 type
Facom DM.360 type
14 .3 . 5 Cons um ables s um mar y e

c 0 1 0
n
a 6/2
d v
Parts, consumables and cleaning kit Part number
A 7/0
"Clean" plugs 9001-870 to 9001-881 from dispenser YDT480
Clean brush
Cleaning solution
Lint-free cloths
0 Carclean brand
Clean container
Grease for injector and pump backleak O-rings. ORAPI "CT 615" type or equivalent.
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-175

1 4 .3 .6 Wiri ng d iagr ams
Veh icle CAN

KL15
DCU
Brake Light Switch
DW10CTED4 Ac ce lera tor Pe da l
( Ty pe: e le ct ronic
+VBatt Signal - PCC 22
DELPHI + batt tra ck )
H2 EMC C2 - Crash inp ut signal

CEM 1- Sup ply
O Signal - EMC D3
2 Sig na l
Water in Fuel Senso r 3 - Re tu rn
PCC 19 - Wakeup
Ai r Ma ss Flow 6
a nd Air + VBatt
Te mperat ure 0V 5
Se nsor PC C 51- Signal (PWM) 0V 4
+VBatt
D- Supply A cc el erat or
PCC 46 – Track 1 supply Pe da l ( Type: 2
trac ks )
B – AMF signal AMF Signal - EMC C3 PCC35 – Tra ck 1 signa l
Log
N TC
E – T ° signal T ° Signal - EMC F3 PCC 47 – Track 1 return
QL t°
C - Return AMF /T1 Return - EMC B3 PCC 20 – Track 2 supply
PCC 34 – Trac k 2 signal
EG R byp ass
PCC 44 – Track 2 return
C lutc h sw itc h
1- Suppl y
PC C 39 - Signal ( Type: 7 5% Bott om)
Supply - IMC 17
2 - Return
py
Output - IMC 03
PC C 43 - R eturn
IMC 44 - Signal
Clut ch s wit ch
(Ty pe : 25 % - Top)
o
1- Suppl y Supply - IMC 16 IMC 40 - Return
Atmo sph er ic
Pre ssu re Se nso r
C
3 - Si gnal Signal - IMC 43 IMC 27 - Supply Cl ut ch Ma st er
Cy linder Se ns or
PCC 32 - Signal
0
2 - Return Return - IMC 40 V
EGR Byp ass
Po sition Sen sor
e
c 0 1 P
PCC 49 - Return
Air Co nditio nin g
n
a 6/2
PCC 21 - Supply
PCC 33 - Signa l
P
v
Engi ne Coola nt T°
Sensor Log
N TC
Signal - EMC H3 PCC 45 - Return AC Pressure
d
t° +VBatt + batt
A 7/0
T ransducer
Return - EMC B2
Ambie nt T°
Se nsor Log
Signal - EMC H1
N TC
t° AC relay
Fuel T° Sensor
t°
Log
N TC
0
Return - EMC B3
Signal - EMC J3
Return - EMC A4
PCC 16 - (ON/OFF) output
AC Clutch
Solenoi d
0V
Exhaus t ga s T° Log
Signal - EMC G2
( ups trea m) N TC EMC F1 - Supply 3- Supply HAL L
Se ns or t° Return - EMC A3
C RANK Shaf t
EMC G1 - Signal 2 Signal CRANK Se ns or
1 - Return
Ex haust ga s T° Return - EMC B2
(downs trea m) Log
N TC
Signal - EMC H2
Sens or 1- Supply
t° EMC F1 - Supply CAM
Return - EMC A3 C AM Shaf t
Se ns or
EMC E1 - Signal 2 Signal
HAL L
Vs
DPF Dif fe rent ial V Supply - EMC C4 Return - EMC A 4 3 - Return
Pres sure
Sens or
Sig + batt (Architecture
Signal - EMC D2 dependant)
P Rtn
Return - EMC A2
PCC 37 - LIN bus M

Oil Lev el Oil Signal - EMC D1 Active Grill
Se nsor C ontroller Shutter
Return - EMC A2
Low Oi l
Pres sure Oil
Sw it ch Signal - IMC 31
0V
PCC 03 - Power Ground n°1
0V PCC 04 - Po wer G roun d n °2
0V
PCC 53 - Power Ground n°3
© Delphi
14-176 DDNX354(EN) - Issue 1 of 01/2010

Main PC 28
Rela y
+ Batt - PCC 05
Fus e 15A
+ Batt - PCC 05
+VBatt
Power Supply for VGT Actuator - PCC 0 1
Fus e 10A Fus e 10A
+ batt Po wer Suppl y for EGR Byp ass - PCC 0 6
Power Suppl y for O 2 He ater - PCC 30
KL1 5
15 Ignition Read y - EMC C 1

+ -
50
Ba ttery 0 1 2
Crank (KL50)
30
Accessory (KL30)
Coolant Fan M C oolant Fan

Contro ller
(Diag) input - PCC 26
y
(PWM) output - PCC 13
0V
p
Vs 3- Supply
V Suppl y - IMC 13
R ai l Pressure
Sensor P
S ig
R tn
1 Signal
2 - R eturn
Co Signal - IMC 20
0
Return - IMC 40
t°
Log
NT C
1 Sign al
e
c 0 1 Si gnal - IMC 08
n
A ir T° and Boost
Pressure sensor Vs
a 6/2
V 2- Suppl y
Supply - IMC 14
S ig Atmospheric
P R tn
4 Sign al
d v Signal - IMC 32
Pres sure Sensor
A 7/0
3 - Return
4
Return - IMC 38 V
2
+ batt
1
2
7
Glow P lugs Con tro l and 8
P
0
PPH module Diagno stic Mo dule Control - EMC H4
4 Glow 1
3 3
Plugs 6
4 Diagno stic - IMC 47
5
0V
6 Si gnal O2 Se nso r UN - IMC 34
O2 2 - Return O2 Sensor VM - IMC 24
O2 Heater
5 O 2 Sensor IA - IMC 22
and sensor
4- Sup ply O 2 H eate r supply - IMC 41
3 O2 Heater (PWM) o utpu t - IMC 53
1 O 2 Sensor IP - IMC 23
+ batt
Control - IMC 07
Fuse
Vaporizer Pump
Vaporizer
sy stem
+ ba tt
+ batt
Control - IMC 11
Fu se Feedba ck - EMC K3
S martStart Vaporizer glow-plug
A pplications
0V
Starter Relay
KL50 A lternator LIN bus output - EMC A1
M
0V TCM
Output - PCC 27 DCU DW10CTED4
(MPS6) Starter Inhibi t – EMC E3 DELPHI
0V
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-177

+VBatt Inlet Mete ring Valve
1 - Su ppl y
2 - R eturn
EMC D4 - PWM output
VGT Ac tua tor
IMC 05 - Supply 1- Supp ly
IMC 04 - PWM output 2 - R eturn
IMC 14 - Supply 2- Sup ply
IMC 35 - Signal 3 Sign al
IMC 51 - Return 1 - R eturn

VGT Pos ition Sensor
IMC 06 - Drive « + » 2 - E GR+
M
1 - EGR+
IMC 18 - Drive « + »
y
IMC 15 - Supply 5- Sup ply
o p
IMC 25 - Signal
IMC 40 - ReturnEGR m odule : v alve as4sem
3 Sign al
- R eturn
bly and position s ensor
C 0
Intake Throttle : v alve as sem bly and position
e
se ns or
5 - Hbr+
n c 0 1
4 - Hbr-
M
a 6/2
IMC 14 - Supply
v
1 - Su ppl y
d
IMC 19 - Signal 2 Si gna l
A 7/0
Atm o s p he r ic
Pr e ss ur e S en s or
IMC 39 - Return 3 - Re tu rn
Fl ywhe el
(S/W ord er)
V
P 0
EMC M3 - HSD1
EMC M4 - LSD1
Injector
#1
1
EMC L2 - HSD2 Injector 2

Eng ine Bl ock
EMC M2 - LSD2 #2
EMC L3 - HSD3 Injector 3

EMC L4 - LSD3 #3
EMC L1 - HSD4 Injector

4
#4
EMC M1 - LSD4
CAN1_H
PCC 40 - CAN1 High
CAN1_L
PCC 52 - CAN1 Low
+ batt +VBatt
16 9 14 6
L ow High
OB D Connec tor
7
4 5
EMC B1 – ISO K
PCC 38 - CAN2 0V
High
PCC 50 - CAN2 Low
DCU DW10CTED4 IMC 33 - CAN2 High
© Delphi
DELPHI IMC 45 - CAN2 Low
14-178 DDNX354(EN) - Issue 1 of 01/2010

1 4. 4 ABBREVIATIONS AND DESCRIPTIONS
+IGN + Ignition on (battery voltage when ignition is on)

+Bat or VBat Battery voltage
ABS Anti Lock Brake System
AC Air Conditioning
Immob Engine immobiliser
ADIN Alternator-starter
AIH Air Heater (preheating resistor)
Supp. Power supply
AMF Air Mass Flow
AOS Anti-Oscillation Strategy
ASR Anti-skid
LP Low pressure
PPH unit Pre-post heating unit
ACCR Air conditioning cooling requirement
unit Built-In Systems Interface
ERU Engine Relay Unit
py
LP
Automatic
Low pressure
Co
Automatic transmission
Transmission
Manual Manual gearbox
e
c 0 1 0
Transmission
Sequential n
a 6/2
Sequential gearbox
C3I
v
Individual Injector Correction
d
A 7/0
C.A.N Controller Area Network (communication network)
3D Mapping Three dimensional map
SC
SC -
SC+
Short circuit
0
Short circuit to earth
Short circuit to a positive potential
Control Control
PCC Passenger Compartment Connector
A/C Air conditioning
EMC External Motor Connector
EMC Effective Average Torque
IMC Internal Motor Connector
PCC Passenger Compartment Connector
CR Common Rail
RHD Right-Hand Drive
LHD Left-Hand Drive
DCU Diesel Control Unit (injection DCU)
DTC Diagnostic Trouble Code (fault code)
EEPROM Electronically Erasable Programmable ROM
EGR Exhaust Gas Recirculation
EOBD European On Board Diagnostic
ESP Electronic Stability Programme
SV Solenoid valve
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-179

DPF Particle filter

Gap Gap representing two teeth missing from flywheel
Fan Fan unit
Fan 1 Fan low speed
Fan 2 Fan high speed
Heater Water heaters
Hexadecimal 16-character digital base from 0 to F
HP High pressure
HPS High Pressure Sensor
US Unserviceable, off
HSD Controlled by positive side of injector control circuit (High Side Drive)
IDE Identification
IMV Inlet Metering Valve
Info. Information
Key off Ignition off
Key on Ignition on
Limp home Recovery strategy which sets the engine speed to 1300 rpm regardless of pedal position. Used
py
to drive the vehicle to nearest parking place.
LIN
Linearised
Co
Controller Area Network (communication network)
A linearised value is the conversion of the signal sent to the DCU input into a physical value
LSD
VSL Vehicle speed limiter
c 0 1 0
Controlled by earth (negative) side of injector control circuit (Low Side Drive).
e
Max
MDP
Maximum
n
a 6/2
Minimum Drive Pulse (minimum pulse required for injection).
Min Minimum
d v
A 7/0
NVM Non Volatile Memory
OBD On Board Diagnostic (diagnostics linked to emissions)
Pedal 1
Pedal 2
Power latch
0
Data from track 1 of accelerator pedal sensor
Data from track 2 of accelerator pedal sensor
Phase when DCU is on standby after ignition is switched off
PPH Pre-Post Heating
Prail Rail pressure
Preheating 1 Resistor control for preheating 1
Preheating 2 Resistor control for preheating 2
PWM Pulse With Modulation (%) See OCR
RAA Inlet air heater
TAR Turbo Air Reheat (TAR)
RAM Random Access Memory
RCW Remote Control Wake
OCR Open Cycle Ratio (%)
PI regulator Proportional Integral Regulator
RN Random Number
CTR Coolant Temperature Reheat
VCC Cruise control
S2RE Electronic heating regulation system
A-S After Sales Department
© Delphi
14-180 DDNX354(EN) - Issue 1 of 01/2010

Swirl Inlet throttle

T° Temperature
Temp. Temperature
TCU Transmission Control Unit (automatic transmission control unit - TCU)
VGT Variable Geometry Turbo.
Thermo. 1, 2 or 3 Water heater 1, 2 or 3
Digital value It is the output value from the analogue / digital converter
VAN Vehicle Area Network
Vext Sensor supply voltage (approx 5V)
VSD Vehicle Specific Data (vehicle information used to program the codes)
WH Water Heater
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 14-181

NOTES
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 15-182

NOTES
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
DDNX354(EN) - Issue 1 of 01/2010 15-183

NOTES
py
Co
e
c 0 1 0
n
a 6/2
d v
A 7/0
0
© Delphi
15-184 DDNX354(EN) - Issue 1 of 01/2010

Kommen Sie nicht mit dem Hochdruckstrahl in Verbindung! Besonders nicht, wenn Whilst every care has been taken in compiling the information in this publication, Delphi Diesel Systems Ltd. cannot accept legal liability for any inaccuracies.
Druckrohrleitung oder Dichtung geprüft werden! Hochdruckflüssigkeiten können tödliche Delphi Diesel Systems Ltd. has an intensive programme of design and development which may well alter product specification. Delphi Diesel Systems Ltd.
Verletzungen verursachen! Im Falle einer Berührung mit der Haut, kontaktieren Sie sofort reserve the right to alter specifications without notice and whenever necessary to ensure optimum performance from its productrange.
einen Arzt. Bitte beachten Sie die Gesundheits-/und Sicherheitsunterlagen. All Rights Reserved
No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form, or by any means, electronic, mechanical, photocopying,
Mantenga las manos y el cuerpo lejos del rociado del líquido, especialmente inyectores, recording or otherwise, without the prior permission of Delphi Diesel Systems Ltd.
tuberías y juntas de alta presión con fugas. La inyección de alta presión puede perforar la
piel humana y producir una lesión fatal. En caso de que la inyección atraviese la piel,
consiga atención médica inmediatamente. Vea la hoja de Datos de Sanidad y Seguridad.
Do not put your skin into the fuel jets under pressure, especially those due to pressure
pipe or seal leaks. High pressure liquids can cause deadly injuries. In case of an injection
under the skin, contact a doctor immediately. Please refer to the health and security fuel
documents. Il a été apporté une attention particulière pour garantir l'exactitude des renseignements contenus dans cette publication par Delphi Diesel Systems Ltd., mais
la société décline toute responsabilité légale à cet égard. Delphi Diesel Systems Ltd. poursuit un programme intensif de conception et de développement
Ne pas approcher les mains ni le corps des jets de liquides, particulièrement ceux qui peut entraîner la modification des spécifications des produits. Delphi Diesel Systems Ltd. se réserve le droit de modifier les spécifications, sans pré-
provenant des fuites de tuyaux et des joints soumis à la haute pression. Le liquide sous avis et si cela est nécessaire, pour assurer les performances optimales de sa gamme de produits.
Tous droits réservés
haute pression injecté sous la peau peut causer des blessures mortelles. En cas
Toute reproduction, mémorisation dans un système informatique ou transmission sous quelle que forme que ce soit, ou par tout moyen électronique,
d’injection sous la peau, consulter immédiatement un médecin. Se reporter a la fiche de mécanique, par photocopie, enregistrement ou autre de cette publication est interdit sans l'autorisation préalable de Delphi Diesel Systems Ltd.
santé et de sécurité du gazole.
Non esporre le mani o altre parti del corpo a getti di gasolio ad alta pressione,
specialmente a quelli provenienti da tubi o paraolii. I getti di liquidi ad alta pressione
possono causare ferite anche mortali. In caso di iniezione sotto pelle contattare
immediatamente un medico. Fare riferimento alle schede di sicurezza del gasolio.
Zorg dat uw handen of andere lichaamsdelen niet in contact komen met vloeistofstralen
Anche se ogni cura è stata adottata nel compilare le informazioni di questa pubblicazione, Delphi Diesel Systems Ltd. Declina qualsiasi responsabilità per
onder hoge druk, met name bij een lek aan een leiding of dichting. Als de vloeistof onder eventuali imprecisioni. Delphi Diesel Systems Ltd. svolge un intenso programma di progettazione e sviluppo che potrebbe modificare le specifiche del prodotto.
hoge druk onder de huid terechtkomt, kan dit zelfs tot dodelijke verwondingen leiden. Als Delphi Diesel Systems Ltd. si riserva il diritto di modificare le specifiche senza preavviso e ogniqualvolta lo ritenga necessario ai fini assicurare le prestazioni
de vloeistof onder de huid terechtkomt, onmiddellijk een arts raadplegen. Lees de gezon- ottimali dalla sua gamma di prodotti.
dheids-en veiligheidsfiche met betrekking tot de brandstof.z Tutti i diritti riservati
Nessuna parte di questa pubblicazione può essere riprodotta, memorizzata in un sistema elettronico o trasmessa in qualsiasi forma o con qualsiasi mezzo,
Não exponha a pele a jactos de combustível sob pressão, especialmente os devidos a elettronico, di fotocopiatura, di registrazione o altro, senza previa autorizzazione di Delphi Diesel Systems Ltd.
fugas de tubos de pressão ou vedantes. Líquidos a alta pressão podem causar ferimentos
mortais. No caso de injecção subcutânea, consulte imediatamente um médico. Consulte
or favor a documentação respeitante a saúde e segurança de combustíveis.
Schutzbrille/Gesichtsschutz tragen. Proteggersi gli occhi/la faccia.

Aunque hemos tomado todas las precauciones necesarias al recopilar esta publicación, Delphi Diesel Systems Ltd. no acepta ninguna responsabilidad legal
por inexactitudes que puedan aparecer en la misma. En Delphi Diesel Systems Ltd. se sigue un programa intensivo de diseño e investigación el cual podría
Úsese protección para los ojos/la cara. Veiligheidsbril/-masker gebruiken. en cualquier momento alterar la especificación de los productos. Delphi Diesel Systems Ltd. se reserva el derecho de alterar las especificaciones
sin notificación previa y siempre que esto sea necesario para asegurar el mejor funcionamiento posible de sus productos.
Todos los Derechos Reservados
Wear eye/face protection. Use protecção da face/olhos. No se permite copiar, almacenar en sistema recuperable ni transmitir esta publicación de ninguna forma o medio electrónico, mecánico, de fotocopia,
grabación o cualquier otro, sin autorización previa de Delphi Diesel Systems Ltd.
Porter un appareil de protection
des yeux / du visage.
Von Zündquellen fernhalten Conservare lontano da fiamme

- Nicht rauchen. e scintille - Non fumare.
Bei der Zusammenstellung der in dieser Veröffentlichung enthaltenen Informationen wurde mit größtmöglicher Sorgfalt vorgegangen. Delphi Diesel Systems
Conservar alejado de toda llama Ver van open vuur en ontstekingsbronnen Ltd. kann jedoch rechtlich nicht für etwaige Ungenauigkeiten zur Verantwortung gezogen werden. Delphi Diesel Systems Ltd. führt ein forlaufendes Design
o fuentede chispas - No fumar. houden - Niet reken. und Entwicklungsprogramm durch, weshalb es möglich ist, daß sich Produkdaten ändern. Delphi Diesel Systems Ltd. behält sich das Recht vor, ohne
Vorankündigung Spezifikationen jederzeit zu ändern, um die optimale Leistung seiner Produkte sicherzustellen.
Alle Rechte vorbehalten.
Keep away from sources of ignition Mantenha afastado de fontes
Kein Teil dieser Veröffentlichung darf ohne vorherige Genehmigung durch Delphi Diesel Systems Ltd. abgedruckt, in einem Datenverarbeitungssystem
- No smoking. de ignição - Proibido fumar. gespeichert oder auf irgendeine Art und Weise, sei es auf elektronischem oder mechanischem Wege, durch Fotokopiren, Aufzeichnen oder auf sonstige Art,
übertragen werden.
Conserver à l'écart de toute flamme ou
source d'étincelles - Ne pas fumer.
Geeignete Schutzhandschuhe tragen. Usare guanti adatti.

Ainda que se tenha lido o máximo cuidado na compilação da informação contida nesta publicação, a Delphi Diesel Systems Ltd., não pode aceitar qualquer
Aangepaste veiligheidshandschoenen responsabilidade legal por inexactidões. ADelphi Diesel Systems Ltd. tem um programa intensivo de projecto e desenvolvimento qe pode porventurau
Usen guantes adecuados. alterar as especificações do produto. ADelphi Diesel Systems Ltd. reserva o direito de alterar especificações sem aviso e sempre que seja necessario
dragen
para assegurar um desempeho óptimo da sua linha de produtos.
Todos os direitos reservados.
Wear suitable gloves. Use luvas apropriadas. Nenhuma parte desda publicação pode se reproduzida, armazenada num sistema de onde possa ser recuperada ou transmitida de alguma forma, ou por
quaisquer meios, electrónico, mecânico, de fotocópia, gravação ou outros, sem autorização antecipada de Delphi Diesel Systems Ltd.
Porter des gants appropriés.

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GENERAL MANUAL

Schutzbrille/Gesichtsschutz tragen. Proteggersi gli occhi/la faccia.

Von Zündquellen fernhalten Conservare lontano da fiamme

Geeignete Schutzhandschuhe tragen. Usare guanti adatti.

Porter des gants appropriés.

SPE CIAL FE AT URE S OF THE SYST EM I

Produced and published by:

DDNX354(EN) - Issue 1 of 01/2010 i

1. FORD DW10CTED4 ENGINE SPECIFICATIONS

ii DDNX354(EN) - Issue 1 of 01/2010

4.3.3 Variable geometry turbo (VGT).................................................................................................................4-41

DDNX354(EN) - Issue 1 of 01/2010 iii

4.13.6 Brake pedal switch(es)...............................................................................................................................4-72

iv DDNX354(EN) - Issue 1 of 01/2010

DDNX354(EN) - Issue 1 of 01/2010 v

vi DDNX354(EN) - Issue 1 of 01/2010

11.6.2 PREPARING THE HIGH PRESSURE PUMP...........................................................................................11-148

DDNX354(EN) - Issue 1 of 01/2010 vii

14. TECHNICAL INFORMATION

viii DDNX354(EN) - Issue 1 of 01/2010

FORD DW10CTED4 ENGINE SPECIFICATIONS

DDNX354(EN) - Issue 1 of 01/2010 1-1

FORD DW10CTED4 ENGINE SPECIFICATIONS

1-2 DDNX354(EN) - Issue 1 of 01/2010

FORD DW10CTED4 ENGINE SPECIFICATIONS

DDNX354(EN) - Issue 1 of 01/2010 1-3

FORD DW10CTED4 ENGINE SPECIFICATIONS

1.2 TECHNICAL SPECIFICATIONS

1-4 DDNX354(EN) - Issue 1 of 01/2010

PARTS SUPPLIED BY DELPHI

2.1 HIGH PRESSURE PUMP

DDNX354(EN) - Issue 1 of 01/2010 2-5

PARTS SUPPLIED BY DELPHI

Pump s peed Rail pressure HP Flow

2-6 DDNX354(EN) - Issue 1 of 01/2010

PARTS SUPPLIED BY DELPHI

• Pump fixed on the main housing by 4 bolts.

2. 1. 2 Hig h p res s ure pu mp

Engine speed : Pump speed: Maximum authorised

DDNX354(EN) - Issue 1 of 01/2010 2-7

PARTS SUPPLIED BY DELPHI

Use the HP-T kit with the corresponding routine

2 .1 . 3 Inlet mete rin g v alv e (IMV)

2-8 DDNX354(EN) - Issue 1 of 01/2010

PARTS SUPPLIED BY DELPHI

2. 1. 4 F uel temp era ture s ens or

Each connector has a green locking arm to lock it

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PARTS SUPPLIED BY DELPHI

Use the YDT478 connectors for low pressure

This vacuum pressure varies according to :

2-10 DDNX354(EN) - Issue 1 of 01/2010

PARTS SUPPLIED BY DELPHI

2. 1. 6 Old ham cou pling

It connects the HP pump and the engine camshaft.

This part does not require any network intervention.

DDNX354(EN) - Issue 1 of 01/2010 2-11

PARTS SUPPLIED BY DELPHI

2.1.8 Pressure lim iter