2009 RENAULT TWINGO Valve

17B-8V7 MR-413-X44-17B000$020.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Precautions/Risks
The precaution related to using the injection system concerns the pedal/motorised throttle valve assembly.
In fact, if the throttle valve stops and the pedal no load limits have not been programmed in the injection computer, the
vehicle must not be driven. Likewise, reprogramming must be carried out whenever one of these parts is replaced.
Risks relating to contamination
All After-Sales operations must be performed under very clean conditions. This means that no impurities should
have entered the system during dismantling.
What are the sources of contamination?
–metal or plastic swarf,
–paint,
–fibres:
–from cardboard,
–from brushes,
–from paper,
–from clothing,
–from cloths,
–foreign bodies such as hair,
–the ambient atmosphere,
–etc.
Advice to be followed before any operation
Check that you have hermetically resealable plastic bags for storing removed parts. Parts stored in this way will be
less susceptible to the risk of contamination. The bags are to be used once only, and discarded after use.
Use lint-free cleaning cloths (cloth part reference 77 11 211 707). Using normal cloth or paper is prohibited. They are
not lint-free and could contaminate the fuel circuit. A lint-free cloth should only be used once.
Use fresh cleaning agent for each operation (used cleaning agent is contaminated). Pour it into a clean receptacle.
For each operation, use a clean brush in good condition (the brush must not shed its bristles).
Use a brush and cleaning agent to clean the unions to be opened.
Blow compressed air over the cleaned parts (tools, workbench, the parts, unions and injection system zones). Check
that no bristles are left.
Wash your hands before and during the operation if necessary.
When wearing leather protective gloves cover them with latex gloves to prevent contamination.
Instructions to be followed during the operationIMPORTANT:
Cleaning the engine using a high pressure washer is prohibited because of the risk of damaging connections.
In addition, moisture may collect in the connectors and create faults in the electrical connections.
PETROL INJECTION
Fault finding – Cleanliness guidelines

17B-10V7 MR-413-X44-17B000$030.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
1. SYSTEM OPERATION
Composition
The injection system consists of the:
–accelerator potentiometer,
–TDC sensor,
–atmospheric pressure sensor,
–air temperature sensor,
–coolant temperature sensor,
–refrigerant pressure sensor,
–upstream oxygen sensor,
–downstream oxygen sensor,
–cruise control switch (fitted according to the vehicle equipment level),
–cruise control on/off switch (fitted according to the vehicle equipment level),
–brake light switch,
–clutch pedal switch,
–fuel vapour absorber,
–injection computer,
–motorised throttle valve,
–four injectors,
–pinking sensor,
–4 injectors,
–ignition coil,
–pinking sensor.
Additional components on D4F 764:
–camshaft dephaser,
–camshaft position sensor,
–electrically controlled coolant thermostat.
Additional components on D4F 784:
–Turbocharging system,
–turbocharger,
–Oil vapour rebreathing circuit,
–OCS - Configured oil service interval.
Computer
SIEMENSSIM32type112-track co mputer controlling the injection a nd ignition. M ultipoint injection in se quential mode.
Connections with the other computers, known as "Intersystem connections":
–ESP (fitted according to the vehicle equipment level).
–Passenger Compartment Control Unit (UCH).
–Gearbox Computer: sequential gearbox or automatic gearbox (if fitted to the vehicle).
–Instrument panel.
–Radio navigation (if fitted to the vehicle).
–Airbag.
–ABS (if fitted to the vehicle).
–Protection and Switching Unit (UPC).
–Air conditioning.
PETROL INJECTION
Fault finding – System operation

17B-12V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
ET086: Camshaft dephaser control
FAULT: this defect mode covers all faults that affect the measurement of the dephaser position.
The dephaser is controlled at the lower stop and the camshaft angle measurement is forced to 0.
Tooth signal fault.
Tooth/camshaft signal consistency fault finding procedure.
This type covers all faults affecting the camshaft dephaser (pulley and solenoid valve)
●Electrical fault finding on the solenoid valve.
●The camshaft dephaser is controlled at the lower stop.
FAULT: this defect mode covers all faults that affect the dephaser (pulley and solenoid valve).
The dephaser is set to the low stop.
Electrical fault finding on the solenoid valve.
Dephaser position fault finding procedure.
This type groups together all faults affecting the measuring of the camshaft dephaser position.
●tooth signal fault
●tooth/camshaft signal consistency fault finding procedure
The VVT is controlled at the lower stop and the camshaft angle measurement is forced to the requested setpoint.
A first program called Memo phasing is applied to phase the engine management on starting according to the data
recorded at the last setting. It is therefore essential to wait until the end of the "powerlatch" phase (computer self-
supply phase enabling data to be saved which lasts for approximately 30 seconds) before starting any operations.
Then, a second program confirms the first decision. It is based on torque analysis.
Air supply
The idle speed regulator performs all of the calculations required for physical control of the idle speed actuator: the
motorised throttle. The functional component of the regulator is adaptive (variation programming and ageing).
If the idle speed regulation conditions are met, the status ET054 Idle speed regulation is "Active", and the idle
speed regulator continually positions the motorised throttle to maintain the engine speed at its idle reference value.
The motorised throttle opening ratio necessary to comply with the speed setpoint is then given by parameter
PR091 Idle speed regulation theoretical OCR.
The PR090 Idle speed regulation programming value is a stored parameter designed to "program" engine
variations and engine wear and tear for the idle speed regulator. The programming is carried out only when the
engine is idle and warm, and no electrical consumer (air conditioning, fan assembly, power assisted steering) is
operating. Therefore it adjusts slowly.

17B-13V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Idle speed
The idle speed setpoint is dependent on:
–the coolant temperature,
–the emission control programs,
–air conditioning requirements,
–the position of the gear lever,
–any power-assisted steering operation,
–the passenger compartment heating resistors,
–the oil temperature (engine protection),
–and lastly, the electric power balance (engine speed is increased by a maximum of 160 rpm if the battery voltage
remains below 12.7 V).
Ignition
Advance is calculated for each cylinder, and is limited between - 23˚ to + 72˚, and includes possible corrections due
to pinking.
Anti-pinking correction is the maximum advance value taken from the advance of one of the cylinders. If none of the
cylinders is pinking, this correction is zero.
Richness
For the catalytic converter to operate correctly, adjust around richness 1.
The richness regulation controlled by the upstream sensor which ensures a richness of around 1.
The upstream sensor supplies a voltage according to the image of the average engine richness: the voltage supplied
to the computer represents a Rich-Lean signal.
For the upstream sensor to be operational very rapidly, it is heated. The heating works only when the engine is
running. It is deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
The downstream sensor is also heated. The command does not activate immediately after starting the engine. It is
activated when the engine is running and has reached its operating temperature. The downstream heating sensor is
deactivated at speeds above 84 mph (140 km/h) or when the engine is under load.
Torque management
The torque structure is the system for managing engine torque. It is required for certain functions such as the
electronic stability program (ESP), automatic transmission (BVA) or sequential gearbox (BVR).
Each computer (ESP, sequential gearbox, automatic transmission) sends a request for torque via the multiplex
network to the injection computer. This intervenes between the torque requests received and the driver's requests
(made via the pedal or the cruise control/speed limiter function). The result of this intervention is the torque setpoint
to be applied. Using the torque setpoint, the structure calculates the throttle position setpoint, the ignition advance
and if the turbocharging function is present, the turbocharging solenoid valve setpoint.

17B-14V7 MR-413-X44-17B000$030.mif
PETROL INJECTION
Fault finding – System operation17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Engine coolant temperature management
1. Conventional type thermostat
Engine cooling is performed by one or two fan assemblies (depending on the vehicle equipment). The injection
computer requests the UPC to actuate them via the multiplex network.
To ensure cooling, with the engine running, fan unit 1 is activated when the coolant temperature exceeds 99˚C and
stops when it drops below 96˚C.
Fan assembly 2 starts when the coolant temperature exceeds 102˚C and stops when it drops below 99˚C.
With the engine off, only fan assembly 1 may be activated to provide the anti-percolation function (if engine is
stopped when very hot). The anti-percolation function is active with the ignition off for a determined period. During
this time, fan assembly 1 is activated if the coolant temperature exceeds 100˚C and is deactivated when the
temperature drops below 95˚C.
If ET672: Engine coolant temperature management has a fault, then the temperature is regulated at 90˚C.
If a fault on the coolant temperature sensor circuit is detected, fan assembly 1 is activated and remains on all the
time.
If the engine coolant temperature exceeds the warning threshold of 118˚C, the injection computer directly
commands the coolant temperature warning light to come on or requests this action from the instrument panel
computer via the multiplex network, until the coolant temperature drops back below 115˚C.
As well as managing the engine, the injection computer centralises cooling requests for the air conditioning,
automatic transmission and sequential gearbox functions.
2. Controlled type thermostat
D4F 764 engines (with a camshaft dephaser solenoid valve) are fitted with a controlled coolant thermostat that
manages the engine at much higher coolant temperatures in order to reduce fuel consumption.
Description of operation
A conventional thermostat fitted with a heating resistor inside the wax core is used. The resistor is controlled by the
engine management computer by opening cycle ratio*.
In nominal operation, high coolant temperatures are managed in the engine in order to:
–reduce friction,
–reduce fuel consumption.
Nevertheless, defect operation mode is used to overcome faults linked to:
–reliability: at high engine speeds and high loads the engine temperature must be below 100˚C,
–performance: a high temperature increases chattering and reduces torque.
OCR*: Opening Cyclic Ratio.

17B-19V7 MR-413-X44-17B000$040.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Injection computer:
This is located on the right-hand side of the engine compartment on the battery mounting.
Fuel vapour recirculation solenoid valve:
This is located on the left-hand side of the engine compartment, behind the engine mounting.
Upstream oxygen sensor:
This is located on the exhaust pipe, downstream of the turbocharger.
Downstream oxygen sensor:
This is located on the exhaust pipe, upstream of the catalytic converter.
Pinking sensor:
The sensor is located underneath the inlet manifold behind the oil dipstick.
Oil pressure sensor:
This is located under the exhaust manifold to the left of the engine compartment.
Turbocharger:
The turbocharger is located after the exhaust manifold.
Turbocharger pressure sensor:
The turbocharger pressure sensor is fitted to the air circuit between the turbocharger and the motorised throttle
valve.
Ignition coil:
This is located on the right-hand side of the rocker cover.
Motorised throttle valve:
The damper valve is located to the right of the inlet manifold.
TDC sensor:
This sensor is located on the flywheel.
Refrigerant pressure sensor:
This sensor is located on the coolant circuit.
Engine coolant temperature sensor:
This sensor is located on the cylinder head near the engine thermostat housing.
PETROL INJECTION
Fault finding – List and location of components

17B-20V7 MR-413-X44-17B000$040.mif
PETROL INJECTION
Fault finding – List and location of components17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Air temperature sensor:
The air temperature sensor is located between the air filter and the motorised throttle valve.
Catalytic converter:
The catalytic converter is located on the exhaust pipe at the exhaust manifold outlet.
Cruise control/speed limiter on/off switch:
This switch is located inside the passenger compartment to the left of the steering wheel near the lighting rheostat.
Fan unit relay:
The relay is located on the cooling radiator.
Accelerator potentiometer:
The potentiometer is located on the accelerator pedal.
Clutch pedal switch:
The switch is located on the clutch pedal.
Inlet air temperature sensor:
This sensor is located underneath the inlet manifold near the dipstick (except D4FT).

17B-22V7 MR-413-X44-17B000$060.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
SYSTEM OPERATION
Composition
The injection system consists of the:
–accelerator potentiometer,
–TDC sensor,
–air temperature sensor,
–inlet manifold pressure sensor,
–+ turbocharging pressure sensor,
–coolant temperature sensor,
–refrigerant pressure sensor,
–upstream oxygen sensor,
–downstream oxygen sensor,
–cruise control switch (fitted according to the vehicle equipment level),
–cruise control on/off switch (fitted according to the vehicle equipment level),
–brake light switch,
–clutch pedal switch,
–fuel vapour absorber,
–injection computer,
–motorised throttle valve,
–four injectors,
–ignition coil,
–pinking sensor.
Additional components on D4FT 780:
–Turbocharging
–Oil vapour rebreathing circuit de-icing system
–OCS - Customised oil change interval
Computer
SIEMENS type "SIM32" 112-track computer controlling the injection and the ignition. Multipoint injection in
sequential mode.
Connections with the other computers, known as "Intersystem connections":
–ESP (fitted depending on vehicle equipment level).
–Passenger Compartment Control Unit (UCH).
–Gearbox Computer: BVR sequential gearbox (if fitted to the vehicle).
–Instrument panel.
–Airbag.
–ABS (if fitted to the vehicle).
–Rev counter instrument.
–Air conditioning.
PETROL INJECTION
Fault finding – Features