1988 CITROEN CX cooling

REMOVING AND REFITTING
THE ENGINE/GEARBOX ASSEMBLY
- 2.5 LITRE CX WITH PETROL INJECTION -
REMOVAL
Support the car on stands horizontally, Fig. I using
the three stands 6602-T, in order to facilitate the
removal of the power unit assembly and to reposition
it more easily on the stands.
Depressurize the hydraulic system.
Drain the brake accumulator.
Set the height control to the “low” position
Remove:
- the battery,
- the bonnet,
- the front wheel,
- the spare wheel
- the protection plate located under the spare wheel,
Drain the cooling circuit via the drain hose of the
radiator.
Take off the crankcase drain plug (I 1, Fig. II.
Remove the drive-shafts:
(Refer to Op @ MA.372. l/l)
Uncouple: hoses (6) and (71, Fig. IV (protecting the
alternator from water entry at “a”).
Disconnect the engine cooling fan thermal switch.
Remove the engine heat sink.
Extract, Fig. Ill:
- the screws that secure horn (2) support, passing
through the wheelarch,
- the wheelarch lining. Disconnect:
- wiring harnesses (3) from the battery positive lead,
Fig. Ill,
- the ground cable from the gearbox,
- the wiring harness from the reversing lamp switch.
Remove, Fig. Ill:
- the pressure regulator accumulator,
- pipe (4) between pressure regulator and brake accu-
mulator.
Vehicle with air conditioning option:
- the belt protective cover,
- the air conditioning compressor drive belt
Uncouple:
- the air intake casing position accelerator cable,
- the high pressure pump rubber suction pipe,
- the high pressure pump outlet pipe (5) and its attach-
ment, Fig. Ill.
Disconnect: Fig. V
- the throttle spindle switch (IO),
- knock sensor (14).
Uncouple: Fig. V
- pressure sensor pipe(91,
- supplementary air pipe (I I),
- cylinderhead cover pipe (I 21,
- breather pipe (8).
Remove suction pipe (I 3) situated between the flow-
meter and the turbocharger or between the flowme-
ter and the inlet manifold.

le up the exhaust system. econnect, Fig. IV and V:
- connectors 11 I),
turaily aspirated engines w/th EN, fitted with
seals:
Tighten the flange to 1.6 mda
On the turbocharged engines with EH, fitted with
NEW nuts and seals:
Refit: Fig. I and II, - sensor (12) (with biue /dent mark),
- sensor (13) (with no ident mark),
- HT coil 191 cyls 1 and 4 (with yellow /dent mark),
HT coil i IO) cyls 2 and 3 (w/t/r fro markl,
- the suppressors,
- the reversing larnp switch wrring harness,
- the throttle spindle switch (141,
- knock sensor (I 8).
- flexible pipe (2) to the pressure release valve outlet,
- exhaust pipe (4) to the turbo, screws (31, distance
pieces (51,
- screw (6) and adjusting shims.
There should be a 5 mm clearance at least between
the exhaust pipe and the engine crankcase. Recouple, Fig. V and VI:
- the water hoses,
- air circurt pipes (151, (161, (17). (20) and (211,
- petrol circuit pipes (I 9),
- gear shift link rods,
- the accelerator cable.
Tighten, Fig. I and II:
- turbocharger nuts fin the correct sequence), Fig. II,
- flexible hose (2) screws (3) and nuts (I 1 to
2.5 mdaN,
- screw (6) to 5 mdaN. Fit:
- the driveshafts,
(See Op. @ MA 372-l/11
- the radiator,
- the bonnet,
- the battery,
Refit: Fig. Ill
- the pressure regulator and compressor holder (air
conditioning option) together with its shims; tigh-
ten nuts (7) to 5 mdaN. - the protection plate located under the spare
wheel.
Check the oil levels. Top up if necessary.
Vehicles with air-conditioning: Fill up the cooling circuit (wrth the heater open) and
carry out the bleeding operation.
- the compressor belt and protection cover,
- the pressure regulator accumulator, fitted with a
NEW seal,
- the HP pump outlet pope, fitted with a NEW sea/
and its fastenings (8),
- the pipe situated between the pressure regulator
and the brake accumulator, fitted with NEWseals,
- the HP pump rubber suction pipe,
- the horn. (As per Op @ MA 230.0/l/.
Bleed the front brakes.
(Refer to Op. MA 453.0/l/.
Check the gear change.
Lower the vehicle to the ground.

emove:
the I-oati Wi-l~~d,
- the wheelarch lrnrrng,
- the belt protectron covets
Position: Fig. I and II
the valves of cylrnder No. 1 rn the “rocking” ~OSI-
tion (look Into the engine 011 filler),
the flywheel wrth mar-ks- -alrgned,
- camsfraft gear wheel mark A opposite screw 12)
Loosen:
the nuts of the tensioners and compress the spring
of eacir tensloner. Hetighten the nuts.
Remove:
- injection pump belt,
- the trmrng belt
REFITTING
Fit, Fig. II:
the timrng belt- marks t-+-) and i-e-1 on the belt
should face the marks A and B on pinrons (there
are 35 pitches between A and B, passing around
the tensloner roller (I 1).
Loosen the nuts of the tensioner roller.
Install, Fig. III:
- tool 6Q28-T.K. on the roller
- the tool weight over the mark 2 of the rod, Fig 1V. Fitting the injection pump belt:
Run the engrne by 1 turn err the drrectrorr of rotation
until marks--- +- /Ino up, Fig. I
(wrth cylinder No 1 at the rnrtral trmrng
point)
Setting the pump to the injection point:
refer to Op @ MA. 146-011
Fit the InJectron purnf, drrvrng belt with the srde oppo-
site the roller, trght.
Slacken the roller nut. Let the roller- spring react
Tighten the rnut to 2 mdaN.
Rotate the engine by 2 turns in the direction of nor-
rnal rotation and check the pump timrng.
Remove the tools
Start the engine Warrn it up until the electric cooling
fans operate.
Retension the belt while the engine is hot, Fig. IV
Refit:
- the protectron covers,
- the wheelarch lining,
the road wheel

-__ --
FILLING AND BLEEDING
THE COOLING SYSTEM

- Remove the ileader tank cap
Refit the cap
Run
the engine at 2000 rprrl approx , until the cooling fan(s) has (have) cut In
NEVER OPEN THE CAP OF THE HEA
OPERATING. THE ELECTRIC COOLING FAN(S) IS (ARE)
Top up
the coolant tevel in the header tank

GENERAL FEATURES
OF THE TRANSISTORISED IGNITION SYSTEM
TRANSISTORISED IGNITION
PRINCIPLE OF OPERATION
The plug spark is triggered by distributor (1) which comprises a coil located inside the field of a magnetic circuit
permanent magnet. The magnetic circuit has four fixed branches and four movable branches driven by the distribu-
tor shaft.
When the movable branches, in their rotation, come opposite the fixed ones, a variation of the magnetic field is
brought and current is induced into the sensor winding.
This current, in turn, triggers electronic module (2)
which builds up the current in ignition coil (3) primary winding
and then cuts it off, thus creating a high tension current in the coil secondary winding and triggering a spark from
the plug selected by the distributor rotor arm. IGNITION DISTRIBUTOR (I!
The advance curves are specific for each engine type
N: Distributor rpm
D = Vacuum Dl, in m.bars A:
Distributor degrees 02, in mm.hg
Pick-up coil resistance: 1100 Q sr 10% (990 to 1210 02)
Setting the distributor static timing on the engine is impossible owing to design.
A revolution of the distributor is required to create a variation of the magnetic field which will send a signal to the
module. Consequently, when fitting a distributor, place it in mid-slot; start the engine and adjust the distributor
by means of a timing light or a diagnosis console.
The duration and amplitude of the signal depend on the speed, therefore the DWELL ratio
is not significant.
The air gap between the branches is non-adjustable and it cannot be measured ELECTRONIC MODULE (2)
Intended to operate with the magnetically-triggered distributor.
Do not carry out a check with an ohmmeter since the results would not be significant.
Do not operate the module without cooling (aluminium plate heat sink and heat conductor grease).
The operation of the ignition system is possible with the engine stopped: - connect an earthed sparking plug to
the coil HT lead; short ” + 12 volts” pulses on module red lead (path 5) (with all leads connected, cap lifted) will
generate a spark from the plug: simulation of a signal from the distributor pick up).
Do not operate the module and coil without a plug and HT lead, (It could result in the module being destroyed). IGNITION COIL (3)
The coil must not be kept alive under 12 volts without its module (overheating).
The coil current flow is generated by the module which then reduces it, prior to cutting it off when the engine
ignition timing occurs.
Only use a rev. counter with a UT induction clip.

CHECKlNG THE TRANSISTORISED IGNITION
ELECTRO-MAGNETICALLY TRIGGERED TRANSISTORISED IGNITION
PRELIMINARY CHECKS:
Inspect:
- the connection of the different leads (in particular to coil: a bad connection can cause a high voltage drop preven-
ting the current from passing into the coil primary winding (I 5 A approx),
- condition of the leads : (circuits broken, short-circuits across screening, etc.),
- condition of the sparking plugs (deposits, cracks due to overtightening),
- condition of the distributor cap (wear, cracks) and the rotor arm (loose).
Disconnect the interference suppression capacitor and the diagnosis harness, from the circuit.
Carry out a ((spark test)) with the starter motor and one plug earthed.
IMPORTANT: The module may be destroyed if one of the secondary wires is too far from the earth. CHECKING THE COIL (3) (ignition module and supply to coil disconnected):
MEASUREMENT OF Ohmmeter placed between channels No. Reading (in 0)
Primary winding resistance 1 and 4 DUCELLIER 0.76 to 0.84
BOSCH 0.74 to 0.90
Secondary coil resistance 1 4 and HT coil contact DUCELLIER 5700 to 6300
or
BOSCH 7425 to 9075
Insulation 1 or 4 and earth 00
Checking the coil power supply using a lamp or a voltmeter:
- Switch on the ignition: there should be a 12V current between the “BAT” terminal of the coil and the earth
- Switch off ignition. CHECKING THE IGNITION MODULE (2):
The module is designed to function with the ignition distributor and the coil.
- Do not operate the module without cooling (aluminium plate heat sink) or ventilation
- Do not check the module with an ohmmeter since the results will be non-significant.
Checking the module power supply using a lamp or a voltmeter:
- Disconnect the module connector
- Switch on the ignition: there should be a 12 V current between the channel 4 of the connector and the earth.
- Switch off ignition.
The low voltage ignition circuit being connected (in working order), disconnect the coil - distributor HT lead on
the distributor side and connect it up to an earthed plug: by sending short pulses ( + 12 VI to channel 5 (red wire)
from the module, sparks should occur at the plug (simulation of distributor spark current). CHECKING THE IGNITION DISTRIBUTOR (1):
Test the impulse generator with the module connector disconnected. MEASUREMENT OF:
Resistance
Earth
Insulation Ohmmeter placed between channels No. 5 and 6
2 and engine earth
5 and 2 then 5 and 3 Readings (in Q) 950 to 1250 approx.
0
m
,

REMOVlNG AND REFlTTlNG A SWIVEL
REMOVAL
Support the front of the vehicle on stands.
Depressurize the hydraulic systems.
Remove:
- the road wheel,
- the pin,
- the nut lock,
- the nut (35 mm A/F)
Lock the wheel hub with tool. 6316-T, Fig. I.
Fig. II :
- nut (1) and its washer ; disengage the bail-joint from
the swivel,
- lock nut (6),
- nut (5).
Uncouple, Fig. II and Ill :
- cable (2) from the control lever,
- spring (31,
- cup (41,
- connection (7).
Take off, Fig. Ill, nut (8) together with its washer.
Liberate flexible pipe (9) from its fixing bracket,
Fig. Ill. ABS vehicles, Fig. IV
Extract the screw (I 0) securing the sensor.
Disconnect the brake pad wear warning lamp
harness.
Withdraw:
- the brake disc cooling plate,
- the harness screw and fixing bracket; release the
harness.
Remove the lower ball-joint nut.
Uncouple the swivel lower ball-joint using extractor
3312 T or 6323 T, Fig. V,
(avoid damage to the ball-joint protection rubber).
Pull out the drive-shaft.
Take off nut (I I) from the upper ball-joint, Fig. VI.
Uncouple the upper ball-joint.
Remove the swivel.