2009 RENAULT TWINGO RS engine

17B-17V7 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
Summary table of malfunction modes:
Types SpecialEffects on the
engineCustomer complaints
Electrical
faults on
resistor or
wiringThermostat
faults–Open short
circuit
–Short circuit to
+ 12 V0%Coolant temperature
≈ 110˚C, limited
performance, low
temperature
reference value.Overheating warning light
comes on at each first
opening, high temperature on
instrument panel, fan
assembly 1 activated.
–Short circuit
100%Coolant temperature
≈ 90˚C, limited
performance, low
temperature
reference value.Normal operation for
customer but performance
limited by 10 to 20%.
Sensor
faults–All
Low
temperature
modeForced low
temperature mode,
with no limited
performance.No visible effect, impact on
fuel consumption with
permanent low
temperature operation.
Thermostat
faults
detectedNominalNo change of mode
when requested.Overheating warning light
lighting on first opening,
display of an additional
square if the mode is
changed.
Non-
electrical
faultsThermostat
faults
detected–Thermostat
stuck in closed
positionAll modesNo cooling, engine
overheating, engine
damage.Instrument panel display,
overheating warning, torque
reduction.
–Thermostat
stuck in open
position
All modesSlow increase in
temperature.Overconsumption of petrol
when cold, unsuitable
passenger compartment
temperature, possible
performance reduction when
cold.

17B-18V7 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
d. Cooling:
Engine cooling is performed by one or two fan assemblies (depending on the vehicle layout). The injection computer
sends a request to the UPC via the multiplex network to activate the cooling fans (Clio III and Modus).
For the new Twingo, the injection computer manages the fan assembly or assemblies.
Note:
In addition to the engine requirements, the injection computer centralises the cooling requirements for the Air
conditioning and BVA/BVR functions.
The switching thresholds depend on whether high/low temperature mode is being used.
In high temperature management:
Engine running
Fan assembly 1 Fan assembly 2 Air conditioning Overheating
ON> 110˚C > 115˚CWith authorisation> 120˚C
OFF< 105˚C < 113˚C > 118˚C < 118˚C

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-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-23V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Engine immobiliser
The SIM 32 computer manages an engine immobiliser program:
–The Verlog 4 type immobiliser function is managed by the UCH computer and the engine management computer.
Before any customer request, the engine management computer and UCH exchange authentication frames via the
multiplex network to determine whether or not to start the engine.
After more than five consecutive failed authentication attempts, the engine management computer goes into
protection (antiscanning) mode and no longer tries to authenticate the UCH. The engine management computer only
exits this mode if the following sequence of operations is respected:
–the ignition is left on for at least 60 seconds,
–the signal is cut off,
–the injection computer self-feed deactivates when it should (the time varies according to engine coolant
temperature.
Following this sequence of operations, a single authentication attempt is authorised. If this fails again, repeat the
sequence of operations described above.
If the engine management computer still fails to unlock, contact the Techline.
Impact detected
If an impact has been stored by the injection computer (ET077 Impact detected), switch off the ignition for
10 seconds, then switch it back on so that the engine can be started. Then clear the faults using command RZ001
Fault memory.
Fuel supply
Fuel is supplied by the fuel pump. It is controlled each time the ignition is switched on, for 1 second, to provide a
certain pressure level in the circuit, and thereby achieve correct engine starting, particularly if the vehicle has not
been used for a long time. When the engine is running, the fuel pump relay is always controlled.
Injection
The injectors are controlled according to several modes. In particular, the engine is started in semi-full group mode
(injectors 1 and 4, then injectors 2 and 3 simultaneously), to ensure a correct start whether or not it is correctly
phased, then it enters sequential mode.
It can sometimes, though rarely, happen that the engine starts when incorrectly phased.
Then, after it has changed to sequential injection mode and as long as the cylinder 1 recognition program has not
taken place, the injectors are offset by two cylinders: injection occurs in the order 4-2-1-3 instead of the expected
order 1-3-4-2.
Injection timing is continuously calculated. It can be zero in the event of cut-off whilst decelerating or overrevving for
example.

17B-24V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Air supply
The idle speed regulator performs all of the calculations that allow the idle speed actuator, the motorised throttle, to
be controlled physically. 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.
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),
–the electric power balance (engine speed is increased by 160 rpm maximum 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.

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-26V7 MR-413-X44-17B000$060.mif
PETROL INJECTION
Fault finding – Features17B
SIM 32 Injection
Program no.: D3
Vdiag No.: 44, 4C, 50
and 54
Air conditioning function
The SIM32 computer manages a "Cold Loop" type air conditioning system:
–request for air conditioning by logical link,
–acquisition of pressure in the air conditioning circuit,
–vehicle speed
–air conditioning compressor control,
–fan unit control for the requirements of this function.
The injection computer reconstitutes the power absorbed by the air conditioning compressor and fast idle speed
requests by using the pressure acquired in the air conditioning circuit.
These signals are necessary for adapting the engine management (idling speed regulation, air flow correction, etc.),
for several reasons:
–air conditioning compressor efficiency,
–more engine ruggedness due to torque hesitation caused by the compressor clutching and declutching,
–helping the alternator.
Fan unit 1 and/or 2 requests are reconstituted according to the pressure in the air conditioning circuit and the vehicle
speed. In summary, there are more fan unit requests when the speed is low and the pressure is high.
OCS - Customised Oil Change Interval (does not concern Vdiag 44 and 4C).
This program takes into account the driving style of the user to warn him of the need for an oil service. It counts the
number of revs per minute since the last oil service, corrected by a factor dependent on the oil temperature. When
this number of revs per minute exceeds a certain threshold, the customer is alerted by a message on the instrument
panel informing him that an oil service is required.
After the oil service, the user must reset the oil service interval on the instrument panel.
To find out if the engine concerned uses this programming, consult ET840 Customised Oil Change Interval.
OBD
The OBD programs are as follows:
–catalytic converter fault finding,
–upstream sensor operational fault finding,
–misfire fault finding,
–fuel supply system fault finding.
The misfiring and fuel supply system fault finding is performed continuously. The operational fault finding for the
upstream sensor and the catalytic converter can be only be carried out once per journey, and can never take place
at the same time.