1997 RENAULT KANGOO fuel

INJECTION
Location of components
17
4 Absolute pressure sensor
5 Throttle position potentiometer
6 Idle speed regulation stepping motor
7 Air temperature sensor13 Fuel vapour recycling solenoid
14 Coolant temperature sensor 16 Pinking sensor
(tightening torque: 2.5 daN.m)
11313R4
11311R1
99939-1R2
8 Injection computer
9 Inertia switch
13051R1
D7F Engine
17-8

INJECTION
Location of components
17
H Locking relay
K Fuel pump relay
3 Oxygen sensor
(tightening torque : 5 daN.m)
12993R
1 Coil
19 Anti-interference condenser
99931-1R1
12839S
17 Power assisted steering pressostat
13050R
D7F Engine
17-9

INJECTION
Location of components
17
4 Absolute pressure sensor
5 Idle speed regulation stepping motor
7 Air temperature sensor6 Throttle position potentiometer
11 TDC sensor
13337R
1 Fuel vapour recycling solenoid valve
14 Coil for cylinders 2-3
16 Coil for cylinders 1-4
18 Anti-interference condenser
13242R1
13339R
13 Oxygen sensor
(tightening torque : 4.5 daN.m)
13243R
E7J Engine
17-11

INJECTION
Location of components
17
K Fan assembly relay (for versions with air
conditioning)
L Fuel pump relay
M Fan assembly relay (for versions without air
conditioning) slow speed fan assembly (with
air conditioning) 15 Power assisted steering pressostat
13241R
12839S
E7J engine
17-12

INJECTION
Adaptive richness correction
17
D7F
Engine
E7J
Engine
106 ≤ #30 ≤ 150 40 ≤ #30 ≤ 192
106 ≤ #31 ≤ 150 40 ≤ #31 ≤ 192
PRINCIPLE
In the loop mode (see section 17 "Richness regulation"), richness regulation (# 35), corrects the injection ti-
ming to give fuel metering which is as close as possible to richness 1. The correction value is close to 128, with
limit values of 0 and 255.
Variations may affect the components of the injection system and the correction may drift towards 0 or 255,
to ensure richness 1 is obtained.
Adaptive correction allows the injection mapping to be adjusted to recentre the richness regulation to 128
and to ensure a constant authority of correction to make the mixture leaner or richer.
Adaptive correction to richness regulation has two parts:
- Adaptive correction for average and high engine loads (#30)
- Adaptive correction for idle speed and low engine loads (#31).
Adaptive corrections take 128 as the average value after initialisation (erasing the memory) and have the
following threshold values:
Adaptive correction only takes place when the engine is warm, in the loop phase (#35 variable) and for a
specified manifold pressure range.
The engine must have operated in the loop mode for several pressure zones in order that adaptive correc-
tion begins to change to compensate for the variations in engine operating richness.
Following reinitialisation of the computer (return to 128 for # 30 and # 31) a special road test must therefore
be carried out.
17-22

INJECTION
Adaptive richness correction
17
INTERPRETATION OF INFORMATION GATHERED DURING A ROAD TEST
If there is a lack of fuel (injectors dirty, fuel pressure and flow too low...), richness regulation # 35 increases to
obtain the richness as close as possible to richness 1 and adaptive correction # 30 and # 31 increases until the
richness correction returns to oscillate around 128.
If there is an excess of fuel, the situation is reversed : Richness regulation # 35 reduces and adaptive
correction # 30 and # 31 also reduces to recentre the richness correction (# 35) around 128.
NOTE : the analysis which may be made using # 31 remains difficult since this correction mainly operates for
idle speed and low loads and is also very sensitive.
Hasty conclusions should not therefore be drawn from this gate value, rather the position of # 30 should be
examined.
The information from these two gates gives an idea about the engine operation richness, and may be used as
a guide for fault finding. In order for these to be put to good use during fault finding, no conclusion may be
drawn from their value unless they are at the minimum or maximum correction limit, and if both gate values
were offset in the same direction.
IMPORTANT : # 30 and # 31 should only be examined and analysed after a customer complaint, an opera-
ting fault and if they are at the threshold with the value for # 35 also offset (# 35 varies above 175 or be-
low 80).
17-24

Mot. 1199-01 Exhaust pipe cutting tool
Mot. 1265
Mot. 1265-01
FUEL TANK
Fuel tank
19
IMPORTANT : during all the fuel tank removal
and refitting operations, refrain from smoking
and be sure not to handle incandescent objects in
the vicinity of the working area.
DRAINING THE FUEL TANK (Petrol version)
Remove the pump-sender unit assembly steel ac-
cess cover.
Remove the clip which shows if the assembly has
been pushed in (if fitted).
Disconnect the quick release union at (1), tool
Mot. 1265.
EQUIPMENT REQUIRED
INTAIRCO pneumatic siphoning pump, for
petrol or diesel tank draining system (see EQUIPMENT
catalogue).
SPECIAL TOOLING REQUIRED
97163R2
Attach to the outlet at (A), a pipe long enough to
be placed into a container outside the vehicle .
NOTE : Alternatively, an INTAIRCO pneumatic si-
phoning pump may be used (see
EQUIPMENT ca-
talogue). Sender unit- pump nut 7
TIGHTENING TORQUES (in daN.m)
Pliers for removing quick release
fuel unions
19-17

FUEL TANK
Fuel tank
19
In the engine compartment, disconnect the fuel
pump relay at (K) , which is located in the engine
connection unit.
12839S
DRAINING THE FUEL TANK ( Diesel version)
Since Diesel versions are not fitted with an electri-
cal fuel pump, a manual pump must be used to
drain the tank.
For example, the
INTAIRCO pneumatic siphoning
pump is suitable for this operation (see
EQUIPMENT catalogue),
Shunt tracks 3 and 5 and let the fuel flow until it
runs out in intermittent jets.
Disconnect the shunt.
Reconnect the relay.
Disconnect the battery.Remove the pump-sender unit steel access cover.
Remove the clip which shows if the assembly has
been pushed in (if fitted).
Disconnect the quick release union at (1), tool
Mot. 1265.
99641S
97163R2
Connect the pneumatic pump rubber tube to the
outlet union at (A).
Drain the tank.
19-18