2009 RENAULT TWINGO gearbox

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-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-21V7 MR-413-X44-17B000$050.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
RV* / LV*: Cruise control/Speed Limiter1 - Injection computer 16 - Upstream sensor signal
2 - RV* / LV* buttons 17 - Ignition command
3 - Multiplex network 18 - Bleed canister command
4 - Turbocharger 19 - Fuel pump command
5 - Motorised throttle 20 - Downstream sensor signal
6 - Manifold pressure 21 - ESP computer
7 - Injector command 22 - Rev counter computer
8 - Clutch Pedal 23 - ABS computer
9 - Brake pedal 24 - Instrument panel computer
10 - Accelerator pedal 25 - Sequential gearbox computer
11 - Refrigerant fluid pressure 26 - AIRBAG computer
12 - Air conditioning compressor command 27 - Vehicle speed sensor computer
13 - Engine cooling fan assembly command 28 - Air conditioning computer
14 - Flywheel signal 29 - UCH computer
15 - Pinking signal 30 – Turbocharging pressure
PETROL INJECTION
Fault finding – Functional diagram

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

17B-25V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
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. The torque structure is required for certain functions
such as the electronic stability program (ESP) or sequential gearbox (BVR).
Each computer (ESP, BVR) 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 reference
value, the structure calculates the throttle position reference value and the ignition advance and if the turbocharging
function is present, calculates the turbocharging solenoid valve reference value.
Engine coolant temperature management
Engine cooling is performed by one or two fan assemblies (depending on the vehicle equipment). The injection
computer requests the UCH to actuate them via the multiplex network.
To provide cooling when the engine is running, activation of fan assembly 1 is requested if the coolant temperature
exceeds 99˚C and is deactivated when the temperature drops below 96˚C.
Fan unit 2 starts when the coolant temperature exceeds 102˚C and stops when it falls below 99˚C.
With the engine off, only GMV1 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 the engine temperature exceeds the warning threshold of 118˚C, the injection computer directly commands the
coolant temperature warning light to illuminate 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 handles cooling requirements for the air conditioning and
sequential gearbox functions.

17B-29V7 MR-413-X44-17B000$070.mif
PETROL INJECTION
Fault finding – Role of components17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
3. INTERSYSTEM ENGINE FUNCTIONS
The intersystem connections relating to the particular requirements of the injection are as follows:
–The instrument panel computer requests illumination of the OBD warning light to warn of an emissions control fault.
–Requests illumination of the Severity level 1 warning light to warn of an operational safety fault related to the
injection system.
–Requests illumination of the Severity level 2 warning light to warn of an operational safety fault or engine
overheating.
–Requests activation of the fan assemblies (GMV) for engine cooling, but also for the air conditioning system and
sequential gearbox (BVR) functions.
–Request for air conditioning compressor switch-off for engine programming requirements such as starting,
performance, anti-stall, overspeed, etc.
–Passenger Compartment Heating Resistor cut-off or setting request for engine programming requirements such as
starting, performance, anti-stall, overspeed, etc.
–Request for gradual engagement of electrical consumers and to limit power: This last function is made possible by
the alternator being operated. This is used to improve the engine handling in critical operating phases, mainly when
idling and when starting. These requests are sent by the UCH via the CAN network where they are converted before
being sent to the alternator.

17B-32V7 MR-413-X44-17B000$080.mif
17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Defect modes
Motorised throttle valve
In defect mode, the motorised throttle valve can assume six different statuses.
ET564 Defect mode type 1
This type groups together the faults that prevent the throttle from being controlled.
It causes the throttle control to be stopped: the throttle is in its safe position. By depressing the pedal, it is possible
to modulate the torque by cylinder cut-off and advance in order to keep the vehicle running.
The ESP, cruise control/speed limiter and automatic/sequential gearbox systems change to "defect mode". This
defect mode is always accompanied by the Type 2 defect mode.
ET565 Defect mode type 2
This type groups together the faults preventing the system from controlling the air flow modulation.
The associated defect mode limits engine speed by cutting off the injection (limiting engine speed to 2400 rpm at idle
speed and to 3500 rpm in other gears).
ET566 Defect mode type 3
This type groups together faults allowing you to deduce that the system has lost the accelerator pedal signal, but still
controls the air flow modulation (motorised throttle servo operational). Defect mode is associated with a constant
pedal setpoint for each gear ratio. The vehicle speed can vary by changing gear.
Suggested speeds on a flat road:
–12 mph (20 km/h) max in 1 - st,
–21 mph (35 km/h) max in 2 - nd,
–27 mph (45 km/h) max in 3 - rd,
–39 mph (65 km/h) max in 4 - th,
–below 54 mph (90 km/h) in 5 - th and 6 - th.
ET567 Defect mode type 4
This type covers faults that affect the motorised throttle valve monitoring system, the pedal and the turbocharging
circuit (for D4FT 780) or for faults for which there is a viable safety operating mode for the system.
The associated defect mode is a limitation of the throttle opening according to the engine speed. This results in the
speed being limited to below 66 mph (110 km/h) in 5 - th and 6 - th gear and giving the impression of a "soft"
accelerator pedal.Note:
This defect mode is an effect which occurs due to a fault, but does not necessarily originate from the throttle valve
itself.
PETROL INJECTION
Fault finding – Defect modes