MR358CLIO1 PT 1.6 16v

Engine and peripherals
ENGINE AND PERIPHERALS
TOP AND FRONT ENGINE
FUEL MIXTURE
FUEL SUPPLY
ANTI-POLLUTION
STARTING/CHARGING
IGNITION
PETROL INJECTION
COOLING SYSTEM
EXHAUST
FUEL TANK
ENGINE MOUNTING SYSTEM
77 11 315 122 FEBRUARY 2002 EDITION ANGLAISE
All copyrights reserved by Renault.

"The repair methods given by the manufacturer in this document are based on the
technical specifications current when it was prepared.
Copying or translating, in part or in full, of this document or use of the service part
The methods may be modified as a result of changes introduced by the manufacturer reference numbering system is forbidden without the prior written authority of Renault.
in the production of the various component units and accessories from which his
vehicles are constructed".
RENAULT 1997
This Workshop Repair Manual contains the phase 2 CLIO II vehicles
(1.6 16V K4M engine) defined below:
Manufacture Technical
Vehicle type Market Commercial names
(1) Specification
Renault Symbol
Specification Turkey No (Russia)
Turkey (R) Worldwide
4-door Clio with boot multiplex Renault Clio
for the rest of the world
Central Europe:
Renault Thalia
Hungary, Slovenia,
(Central European
Specification CCEE No Slovakia, the Czech
Turkey (R) countries and Greece)
4-door Clio with boot multiplex Republic, Poland
Renault Symbol
Greece
(DOM TOM)
DOM TOM
Saudi Arabia,
Specification Persian Golf No Bahrain, Dubai,
Turkey (R) Renault Clio
4-door Clio with boot multiplex United Arab Emirates,
Kuwait, Oman, Qatar
Specification Mexico No
Mexico Mexico Renault Clio
5-door Clio multiplex
Specification Colombia -
Venezuela No Colombia
Colombia (M) Renault Symbol
5-door Clio multiplex Venezuela
4-door Clio with boot
Specification Mercosur
Argentina (L) No Argentina
5-door Clio Renault Clio
Brazil (J) multiplex Brazil
4-door Clio with boot
(1) Manufacture: country of manufacture.

The letter in brackets indicates the factory code that appears as the first character in the fabrication number of the
label on the vehicle.
Refer to the Technical Note 3627A for more information about the selection of Workshop Repair Manuals available
for the CLIO II range.
Engine
and peripherals
Contents
Page Page
10A ENGINE 14A EMISSION CONTROL

AND PERIPHERALS
Fuel vapour rebreathing 14A-1
Identification 10A-1 Oil vapour rebreathing 14A-5
Oil consumption 10A-2
Oil pressure 10A-3
Engine and transmission assembly 10A-4
Sump 10A-10 16A STARTING-CHARGING
Multifunction support 10A-13
Alternator 16A-1
Starter 16A-3
11A TOP AND FRONT OF ENGINE
Accessories belt 11A-1 17A IGNITION

Timing belt 11A-2
Cylinder head gasket 11A-14 Static ignition 17A-1
12A FUEL MIXTURE 17B PETROL INJECTION
Specifications 12A-1 General information 17B-1

Air resonator 12A-4 Layout 17B-2
Air filter unit 12A-5 Special notes on sequential injection 17B-4
Throttle valve - Idle actuator 12A-6 Immobiliser function 17B-6
Inlet manifold 12A-7 Injection / Air conditioning 17B-7
Injector holder shim 12A-8 Idle speed correction 17B-8
Exhaust manifold 12A-10 Adaptive idle speed correction 17B-9
Richness regulation 17B-10
Adaptive richness correction 17B-12
Oxygen sensor 17B-15
13A FUEL SUPPLY Allocation of computer tracks 17B-17
Centralised coolant temperature
Fuel cut-out on impact 13A-1 management 17B-16
Fuel filter 13A-2
Pressure regulator 13A-3
Injector rail - Injectors 13A-4
Checking supply pressure 13A-5
Checking supply pump flow 13A-6
Antipercolation device 13A-7
Page
19A COOLING SYSTEM

Specifications 19A-1
Filling/bleeding 19A-2
Checking 19A-3
Coolant pump 19A-4
Radiator 19A-6
Diagram 19A-7
19B EXHAUST
General information 19B-1
Catalytic converter 19B-3
19C TANK
Fuel tank 19C-1
Gauge 19C-7
Pump-sender unit 19C-8
19D ENGINE MOUNTING

Suspended engine mounting 19D-1
ENGINE AND110A
LOWER ENGINE
Identification 10A
Cubic
Bore Stroke Compression
Vehicle type Engine Gearbox capacity
(mm) (mm) ratio
(cm)
742 JB3
XB1R K4M 1 598 79.5 80.5 10:1
743 DPO
Refer to manual: Mot. K4M.
10A-1
ENGINE AND LOWER ENGINE
Oil consumption 10A
OIL CONSUMPTION MEASUREMENT PROCEDURE
a) Topping up to the maximum level
The operation must be carried out with the engine warm (the cooling fan having cut in) and after leaving to
stabilise for 15 minutes to allow all the oil to drain into the sump.
Check visually using the dipstick.

Top up to the maximum level.
Seal the drain plug (with a paint mark on both the filler plug and the sump drain plug) in order to be able to
check later that it has not been removed.
b) Customer driving
Ask the customer to drive for a period corresponding to about 1 250 miles (2 000 km) or before the minimum
level is reached.
c) Topping up to the maximum level
The operation must be carried out while the engine is warm (after the cooling fan has cut in) and after leaving
to stabilise for 15 minutes.
Check visually using the dipstick.
Top up to the maximum level.
Note the quantity of oil and the mileage covered since the last top-up to maximum level.
d) Measurement of oil consumption
Quantity of oil added (in litres)

OIL CONSUMPTION =
km (in thousands)
10A-2
Oil pressure 10A
SPECIAL TOOLING REQUIRED
Mot. 836-05 Oil pressure measuring kit
EQUIPMENT REQUIRED
22 mm long socket or pipe spanner
CHECKING
The oil pressure should be checked when the engine

is warm (approximately 80C).
Contents of kit Mot. 836-05.
USE
B+F
Connect the pressure gauge in place of the oil

pressure switch.
Oil pressure
Idle speed 1 bar
3 000 rpm. 3 bar
10A-3
Engine and gearbox assembly 10A
Mot. 1159 Tool for holding engine on sub-
frame
Mot. 1202-01
Clip pliers for hose clips
Mot. 1202-02
Mot. 1390 Adjustable engine support tool
Mot. 1448 Long nose pliers for hose clips
Remove:
TIGHTENING TORQUES (in daNm)
the front wheels along with the mudguard,
the radiator grille,
Sub-frame front mounting bolts 6.2
the front bumper,
Sub-frame rear mounting bolts 10.5 the sub-frame and body tie-rods,
the brake calipers (as well as the ABS sensors, if
Mounting bolt for front right suspended fitted) and secure them to the suspension springs,
mounting cover to engine 6.2 the shock absorber base bolts,
heat shield (A) as well as the gearbox control,
Front right suspended engine cover
mouniting nut 4.4
Mounting nut for rubber engine mounting

pad on front left-hand side member
support 6.2
Shock absorber base bolts 18
Brake calliper mounting bolt 4
Steering shaft yoke mounting bolt 3
Wheel bolt 9
REMOVAL
Put the vehicle on a two-post lift.

Exhaust pipe clip (B) between the catalytic converter
Remove the battery and the engine undertray. and the expansion chamber and disconnect the
oxygen sensor connector (C),
Drain: the earth strap on the gearbox,
the cooling circuit through the radiator bottom hose, the air resonator,
the gearbox and the engine (if necessary),
the refrigerant circuit (if fitted) using filling equipment.
10A-4
the expansion bottle mountings and the expansion Remove:
bottle, the injection computer support after disconnecting
the catalytic converter mountings on the plenum the connector and the impact connector.
chamber and attach it to the exhaust pipe then
seperate the assembly,
the vacuum pipe on the plenum chamber,
the air housing at (4).
Disconnect:
the brake servo pipe,
the heater hoses,
NOTE: inspect the vacuum outlet going from the inlet

manifold to the brake servo. The manifold must be
replaced if this outlet is broken.
10A-5
relay board (4), connector (5), fuse mounting (6) and Remove:
remove fuse holders (7) on the above-, the upper radiator mountings,
the Air Conditioning pipe mountings (if fitted) and
clamp (8) and fit the assembly onto the engine
NOTE: plugs must be fitted onto the hoses and

pressure relief valve to prevent moisture from entering
the circuit.
the connector on the canister,

the canister pipe on the plenum chamber,
the accelerator and clutch cables.
Unclip the power assisted steering reservoir.
the nut and the eccentric bolt of the steering shaft

yoke, after pushing back the guard.
10A-6
SPECIAL NOTES FOR VEHICLES FITTED WITH A Fit a shim between the multifunction mounting and the
DRIVER'S AIR BAG sub-frame at (9).
WARNING
In order to eliminate any risk of damaging the

rotary switch under the steering wheel, observe
the recommendations below:
Before the steering column and the steering
rack are uncoupled, the steering wheel MUST
be immobilised with the wheels straight for the
duration of the operation using a steering
wheel locking tool.
If there is a possibility that the rotary switch is
not aligned correctly, the steering wheel needs
to be removed in order to carry out the
centering procedure described in Section 88A
Air bag.
REMINDER: in this case, only qualified

personnel who been trained received training
may carry out the operation.
Remove the suspended engine mounting cover.

Fit tool Mot. 1159 between the sub-frame and the
cylinder block.
10A-7
Insert a wooden block between the gearbox and the Lower the rear axle until it is in contact with the sub-
sub-frame. frame with tool Mot. 1390.
Remove: Remove the sub-frame mounting bolts and take out

nut (1), then using a copper hammer, tap to release the engine and transmission assembly by lifting the
the suspended engine mounting stud, body.
NOTE: for any operation requiring the engine, gearbox

and sub-frame assembly to be separated, take care to
mark the position of tool Mot. 1159 on the sub-frame.
the tie-rods (3),

the fuel supply and return pipes.
10A-8
REFITTING
The alignment of the sub-frame with the body shell is

made easier by positioning two threaded rods in two
the sub-frame front mountings.
Tighten the sub-frame mounting bolts to a torque of:

6.2 daNm at the front,
10.5 daNm at the rear.
Refit in the reverse order to removal.
Fit the heat shields correctly.
Fit the mounting bolts to the callipers using

Loctite FRENBLOC and tighten them to torque.
Press the brake pedal several times to bring the

pistons into contact with the brake pads.
Perform the following operations:

fill the engine and gearbox with oil (if necessary),
fill the cooling circuit (see Section 19A Filling -
bleeding).
10A-9
Sump 10A
Mot.1233-01 Threaded rods for lowering the
sub-frame
the lower ball joint mountings as well as the steering

ball joints ,
the sub-frame and body tie-rods,
Sub-frame front mounting bolts 6.2
the gear control on the gearbox side,
Sub-frame rear mounting bolts 10.5 bolt (1), and slacken engine tie-bar bolt (2), without
removing it,
Sump bolt 1.4
Steering shaft yoke mounting bolt 3
Engine tie-bar bolt 6.2
Wheel bolt 9
REMOVAL
Disconnect the battery.
Drain the engine.
Remove:
the bottom mountings of the bumper,
the front wheels along with the right-hand mudguard,
tie-rod mountings (3),
the steering shaft yoke nut and eccentric bolt after
the sub-frame mounting bolts, inserting the threaded
pushing back the protector,
rods Mot. 1233-01 as you go.
WARNING
In order to eliminate any risk of damaging the

rotary switch under the steering wheel, observe
the recommendations below:
Before the steering column and the steering
rack are uncoupled, the steering wheel MUST
be immobilised with the wheels straight for the
duration of the operation using a steering
wheel locking tool.
If there is a possibility that the rotary switch is
not correctly centered, the steering wheel
needs to be removed so that the centering
method described in 88A Air bag can be
performed.
REMINDER: in this case, only qualified

personnel who have been trained may carry out
the operation.
10A-10
Sump 10A
Lower the sub-frame gradually using threaded rods Mot. 1233-01 until it reaches the
measurements X 1 = 9 cm.
Remove:
the electric wiring harness mounting on the sump,
the sump,
10A-11
Sump 10A
REFITTING
Apply RHODORSEAL 5661 at (A) (on either side of

bearing No. 1), and at (B) on the crankshaft closure
panel.
Refit the sump with a new seal and pre-tighten to a

torque of 0.8 daNm, the tighten uniformly to a torque
of 1.4 daNm.
10A-12
Multifunction support 10A
REMOVAL REFITTING
Put the vehicle on a two-post lift. Refit the multifunction mounting (check that it supports
the sump (at A) before locking it) then tighten the bolt
Disconnect the battery. to torque (see following table).
Remove:
Tightening order Tightening torques
the left-hand mud guard and the bumper,
the alternator (see Section 16A Alternator), 1 5.3 daNm
the air conditioning compressor mountings and
secure it to the body shell, 2 2.1 daNm
the wiring harness mounting on the multifunction
3 11 daNm
support and disconnect the pressostat connector on
the power assisted steering pump,
the multifunction mounting.
For refitting the accessories belt, refer to Section 11A

Accessories belt.
10A-13
TOP AND FRONT111A
OF ENGINE
Accessories belt 11A
REMOVAL ALTERNATOR, POWER ASSISTED STEERING AND
AIR CONDITIONING
Remove:
the front right-hand wheel arch liner;
the front right lens unit,
With air conditioning
Pivot the automatic belt tensioner in the direction

indicated below using a 13 mm offset ring spanner.
Tighten the tension wheel using a 6 mm Allen key (1).
A Crankshaft
B Air conditioning compressor
C Alternator
D Assisted steering pump
E Fixed roller
T Automatic tensioning roller
Without air conditioning
See section 07A, Accessories belt tension.
REFITTING
Proceed in the reverse order to removal.
11A-1
TOP AND FRONT OF ENGINE
Timing belt 11A
Mot. 799-01 Timing gear wheel immobiliser
Mot. 1368 Tool for tightening the tensioner
wheel
Mot. 1453 Adjustable engine support tool
Mot. 1487 Tool for fitting inlet camshaft
sealing plug
Mot. 1488 Tool for fitting exhaust camshaft
sealing plug
Mot. 1489 TDC setting pin
Mot. 1490 Tool for locking the camshaft
pulleys
Mot. 1496 Camshaft setting tool
EQUIPMENT REQUIRED
Engine support
Angular torque wrench
Position the engine support, tool Mot. 1453 with the

TIGHTENING TORQUES (in daNm and/or )
retaining straps.
Wheel bolt 9
Tensioner wheel bolt 4.5
Crankshaft pulley bolt 2+135 15
Tension wheel nut 2.7
Engine mounting bolt for front right

suspended mounting cover 6.2
Mounting bolt for the movement limiter of

the front right hand suspended engine
mounting 6.2
REMOVAL

NOTE: when doing this make sure that the feet of
Disconnect the battery. the engine support tool are positioned on the rigid
sections of the wings.
Remove the front right-hand wheel and the wheel arch.
11A-2
Timing belt 11A
Remove: Unclip:
the suspended engine mounting cover and the the wiring harness on the upper timing cover and
movement limiter, separate the assembly,
the fuel pipes on the lower valve timing cover.
the accessories belt (see section 11A, Accessories

belt tension). Remove:
the air resonator,
Disconnect the connectors (3) and the pipe (4). the camshaft plugs by piercing the centre of the plug
with a screwdriver,
Remove the bracket (5) and the electric wiring harness the Top Dead Centre pin plug.
mounting bolt at (6).
11A-3
Timing belt 11A
Adjusting the timing Check that the position of the camshaft grooves is
identical to that in the picture below.
Position the grooves of the camshafts downwards as
shown in the illustration below.
Remove:
the crankshaft pulley, locking the flywheel using a
Screw in the TDC setting rod Mot. 1489 then turn the screwdriver,
engine through one revolution clockwise (timing side) the lower valve timing cover (1),
so that the crankshaft comes to rest on the pin slowly the upper housing (2).
and without snatching.
11A-4
Timing belt 11A
Slacken the timing belt by undoing the nut (1) of the Adjusting the timing
tensioning roller.
Position the grooves of the camshafts using tool
NOTE: as the crankshaft sprocket is not pinned in Mot. 799-01 as shown in the diagram below.
place, make sure that it does not fall when the
timing belt is being replaced.
To remove the timing belt, remove the pulley (2) using

tool Mot. 1368.
Mount tool Mot. 1496, on the end of the camshafts.
WARNING: it is essential to degrease the end of

the crankshaft, the bore of the timing sprocket and
the bearing faces of the crankshaft pulley to
prevent any slip between the timing and the
crankshaft which would risk destroying the
engine.
REFITTING
The tension wheel rollers and timing pulley must

be replaced when the timing belt is replaced.
There are two distinct procedures for setting the

timing.
The first procedure is used when replacing all timing

components not requiring one or more of the camshaft
pulleys to be undone.
11A-5
Timing belt 11A
Check that the crankshaft is resting on the Top Dead Fitting the belt
Centre setting rod Mot. 1489 (crankshaft groove (5)
upwards). The tensioner and fixed roller must be replaced
when the timing belt is replaced.
When fitting the tension wheel, ensure that the lug

of the wheel is correctly positioned in the groove
(A).
11A-6
Timing belt 11A
Refit: Belt tension
the timing belt,
the tensioner wheel by tightening the mounting bolt Shift the adjustable tension wheel index (A') by 7 to
using Mot. 1368 (to a torque of 4.5 daNm), 8 mm beyond the fixed index (7), using a 6 mm Allen
key (in B).
NOTE: position (A) corresponds to the adjustable

index at rest.
the crankshaft accessories pulley by moving the bolt

away from the pulley (2 to 3 mm clearance between
the bolt and the pulley).
NOTE:
the crankshaft accessories pulley bolt can be reused Pre-tighten the tension wheel nut to a torque of
if the length under its head does not exceed 49.1 mm 0.7 daNm.
(otherwise replace it),
do not oil the new bolt. However, bolts must be oiled Tighten the crankshaft pulley bolt to a torque of
if they are being reused. 2 daNm then angle tighten to 135 15 (crankshaft
resting on the Top Dead Centre setting rod).
Remove tool Mot. 1496 for clamping the camshaft and

Mot. 1489 Top Dead Centre setting rod.
Turn the crankshaft clockwise twice (timing end), and

before the end of the second revolution, tighten the pin
Mot. 1489 in the cylinder block and move the
crankshaft slowly and smoothly to rest on the pin.
Remove the Top Dead Centre setting rod.
Slacken the tension wheel nut by a maximum of one

turn, holding it with a 6 mm Allen key.
Align the adjustable index with the fixed index and

tighten the nut fully to a torque of 2.7 daNm.
11A-7
Timing belt 11A
Checking the timing and the tension
Checking the tension

Check that the tension wheel indices are aligned,

otherwise continue with the tensioning procedure.
Checking the timing
Ensure that the tension wheel indices are in the correct

position before checking the setting of the timing.
Tighten the pin Mot. 1489 in the cylinder block and

move the crankshaft slowly and smoothly to rest on the
pin.
Fit (without forcing) tool Mot. 1496 for setting the

camshaft (the camshaft grooves must be horizontal).
The timing setting and tensioning operation must
be repeated if the tool does not engage.
11A-8
Timing belt 11A
The second procedure is used for the replacement Mount tool Mot. 1496, on the end of the camshafts.
of all components requiring the slackening of one
or more of the camshaft timing pulleys.
Adjusting the timing

the crankshaft, the bore of the timing sprocket, the
bearing faces of the crankshaft pulley as well as
the ends of the camshafts (timing side) and the
bores of the camshaft pulleys, to prevent there
being any slip between the timing system, the
crankshaft and the camshaft pulleys which may
damage the engine.
Position the camshaft grooves, as illustrated below, by

tightening the two old camshaft pinion nuts on the
studs at the end of the camshafts.
Position the camshaft pulleys pretightening the new

nuts, they must be replaced (without locking the
nuts, clearance between the nut and pulley of
0.5 - 1 mm).
Check that the crankshaft is resting on the Top Dead

Centre setting rod (crankshaft groove (5) upwards).
11A-9
Timing belt 11A
The tension wheel rollers and timing pulley must Ensure when fitting the tension wheel that the lug
be replaced when the timing belt is replaced. of the wheel is correctly positioned in the groove
(A).
Position the RENAULT badge engraved on the
camshaft pulley spokes (A) vertically upwards, fit the
timing belt on the camshaft pulleys then fit the
camshaft pulley locking tool Mot. 1490 (use the timing
cover fasteners to fix Mot. 1490).
11A-10
Timing belt 11A
Refit:
the timing belt,
the tensioner wheel by tightening the mounting bolt
using Mot. 1368 (to a torque of 4.5 daNm).
Pre-tighten the tension wheel nut to a torque of

0.7 daNm.
Remove the camshaft pulley setting tool Mot. 1490.

Fit the crankshaft accessories pulley by pretightening
the bolt (without locking the bolt, clearance of 2 to 3 Rotate the timing system through six revolutions in a
mm between the bolt and the pulley). clockwise direction (timing side) using the exhaust cam
pulley and Mot. 799-01.
NOTE:
the crankshaft accessories pulley bolt can be reused Slacken the tension wheel nut by a maximum of one
if the length under its head does not exceed 49.1 mm turn, holding it with a 6 mm Allen key.
(otherwise replace it),
do not oil the new bolt. However, bolts must be oiled Align the adjustable index (A') with the fixed index (7)
if they are being reused. and tighten the nut finally to a torque of 2.7 daNm.
Belt tension
Check that there is still a clearance of 0.5 to 1 mm

between the nuts and camshaft pulleys.
Shift the tension wheel adjustable index (A') by 7 to

8 mm beyond the fixed index (7), using a 6 mm Allen
key (in B).
NOTE: position (A) corresponds to the adjustable

index at rest.
11A-11
Timing belt 11A
Fit the camshaft pulley locking tool Mot. 1490. Tighten the nut of the exhaust camshaft pulley to a
torque of 3 daNm, then angle-tighten to 84.
Remove tool Mot. 1496 for setting the camshaft, tool

Mot. 1490 for locking the camshaft pulleys and Top
Dead Centre setting rod Mot. 1489.
Checking the timing and the tension
Checking the tension

Check that the pulley indices are aligned, otherwise

repeat the tensioning procedure. Slacken the tension
wheel nut by a maximum of one turn, holding it with a
6 mm Allen key.
Check that the crankshaft is resting on pin Mot. 1489. Align the adjustable index with the fixed index and
tighten the nut to a torque of 2.7 daNm.
Checking the timing
Ensure that the tension wheel indices are in the correct

position before checking the setting of the timing.
Screw the pin Mot. 1489 into the cylinder block and
then position and hold the crankshaft against the pin.
Fit (without forcing) tool Mot. 1496 for setting the

camshaft pulleys (the camshaft grooves must be
horizontal). The timing setting and tensioning
operation must be repeated if the tool does not
engage.
Tighten the crankshaft pulley bolt to a torque of

2 daNm, then angle tighten to 135 15 (crankshaft
resting on the Top Dead Centre pin).
Tighten the nut of the inlet camshaft pulley to a torque

of 3 daNm, then angle-tighten to 84.
11A-12
Timing belt 11A
Refit:
the accessories belt (see section 07A Accessories
belt tension for vehicles without air conditioning and
section 11A Accessories belt for vehicles fitted with
air conditioning),
the new sealing plugs:
of the inlet camshaft (Mot. 1487),
of the outlet camshaft (Mot. 1488).
the suspended engine mounting and the engine tie

bar by tightening them to torque (see section 19D
Suspended engine mounting).
11A-13
Cylinder head gasket 11A
Mot. 799-01 Timing gear wheel immobiliser
Mot. 1202 Pliers for large hose clips
Mot. 1273 Tool for checking belt tension
Mot. 1311-06 Tool for removing fuel pipe
Mot. 1368 Tool for tightening tensioner bolt
Mot. 1448 Remote operation clip pliers for
cooling system hose clips
Mot. 1487 Tool for fitting inlet camshaft
sealing plug
Mot. 1488 Tool for fitting exhaust camshaft
sealing plug
Mot. 1489 TDC setting pin
Mot. 1490 Tool for locking the camshaft
pulleys
Mot. 1491 Tool for fitting camshaft seals.
Mot. 1496 Camshaft setting tool
EQUIPMENT REQUIRED
Engine support
Angular torque wrench
REMOVAL
TIGHTENING TORQUES (in daNm and/or )
Wheel bolt 9
Tensioner wheel bolt 4.5 Disconnect the battery.
Crankshaft accessories pulley Remove the engine undertray.

bolt 2+135 15
Drain the cooling circuit (through the lower radiator
Tension wheel nut 2.7
hose).
Camshaft pulley nuts 3 + 84
Cylinder head bolts 1.2
Oil decanter bolt 1.3
11A-14
Remove the timing belt (see the method described in Remove:
section 11A Timing belt). the accelerator cable,
the injection rail protector,
Fit Mot. 1159 between the sub-frame and the cylinder the camshaft pulleys using Mot. 1490 (use the valve
block then remove the engine support tool. timing cover mountings to fit Mot. 1490),
the fuel supply and return pipes (1) and (2) using
Mot. 1311-06 and set them aside.
11A-15
Disconnect the connector (3) and those for the coils
and injectors.
Remove:
the air unit (4) (to do this, remove the expansion
bottle mountings and put them to one side),
the mountings of the catalytic converter, release it

from the exhaust manifold and secure it to the
exhaust pipe,
the throttle body (5),
the oxygen sensor connector (6),
the stay (7) and the lifting bracket (8),
the brake servo vacuum pipe.
11A-16
Remove:
the air distributor,
the coils,
the oil decanter.
11A-17
Remove the the bolts of the cylinder head cover, then release it vertically
by tapping on the lugs at (1) using a copper hammer and lever it using a
screwdriver at (2) (protect the screwdriver to avoid damaging the aluminium
surfaces).
11A-18
Remove:
the camshafts and the valve rockers,
the hoses on the cylinder head water outlet housing
as well as the coolant temperature sensor connector,
the mountings of the wiring harness bracket at (10),
the lifting bracket (11).
11A-19
Remove the cylinder head.
CLEANING CHECKING THE GASKET FACE
It is very important not to scratch the gasket faces Check for mating surface bow using a ruler and a set
of any aluminium component. of shims.
Use the Dcapjoint product to dissolve any remains of Maximum deformation: 0.05 mm.
the gasket still adhering.
No regrinding of the cylinder head is permitted.
Apply the product to the par ts to be cleaned; wait
about ten minutes, then remove it using a wooden Test the cylinder head to detect possible cracks using
spatula. the cylinder head test tools (a container and a kit for
the particular cylinder head, plug, sealing plate,
It is advisable to wear gloves whilst carrying out this blanking plate). The approval number of the cylinder
operation. head test container is 664000
Your attention is drawn to the care which must be

taken when carrying out this operation to prevent
the introduction of foreign bodies into the
pressurized oil feed pipes leading to the camshafts
(pipes located both in the cylinder block and in the
cylinder head).
11A-20
REFITTING
Observe the following points when dismantling

and refitting the cylinder head:
It is important to re-prime the hydraulic tappets

as these may become drained after a long time.
To check whether they need repriming, press the
top of the tappet at (A) with your thumb and if the
tappet piston can be pressed down, immerse the
tappet in a container filled with diesel then refit.
11A-21
Check:
that the exhaust heat shield is correctly positioned between the oxygen sensor and the manifold (to
prevent a chimney effect which could damage the wiring of the upstream sensor),
the alignment (A) between the lower inlet manifold and the cylinder head (timing side), ensuring that the
tabs (B) are making proper contact with those of the cylinder head cover.
The lower inlet manifold must be tightened to a torque

of 2.1 daNm.
Position the pistons at mid-stroke to prevent any

contact with the valves when the camshafts are being
refitted.
Position the cylinder head gasket then the cylinder

head.
Check the bolts then tighten the cylinder head (see
Section 07A Tightening the cylinder head).
11A-22
Refit: Position the grooves of the camshafts as shown in the
the valve rockers, diagram below.
the camshafts, oiling the bearings.
IMPORTANT: do not put oil on the gasket face of

the cylinder head cover.
NOTE: the camshafts are identified by a marking (A).
NOTE: the gasket faces must be clean, dry and free

Detail of the marking: from grease (avoid finger marks).
marks (B) and (C) are intended for the supplier only,
mark (D) is used for identifying the camshafts: Apply Loctite 518 using a stipple roller to the gasket
AM = Inlet face of the cylinder head cover until it turns reddish in
EM = Outlet colour.
11A-23
Refit the cylinder head cover tightening it to the correct torque.
Tightening procedure
Bolt Bolt Tightening

Assembly tightening slackening torque
order order (in daNm)
Operation no. 1 22-23-20-13 - 0.8
1 to 12
Operation no. 2 14 to 19 - 1.2
21 and 24
Operation no. 3 - 22-23-20-13 -
Operation no. 4 22-23-20-13 - 1.2
11A-24
NOTE: the gasket faces must be clean, dry and free from grease (avoid
finger marks).
Apply Loctite 518 using a stipple roller to the gasket face of the oil decanter
until it turns reddish in colour.
Refit the oil decanter and tighten it to a torque of 1.3 daNm in the
recommended order.
11A-25
Refit:
the coils, tightening them to a torque of 1.3 daNm,
the inlet manifold (fitted with new seals), tightening it to a torque of
0.9 daNm in the recommended order,
the throttle body, tightening the bolts (A) to a torque

of 1.3 daNm,
the air filter unit by tightening the bolts to a torque of
0.9 daNm,
the camshaft seals using Mot. 1491 (use the old nuts
(B)).
11A-26
Adjusting the timing

the crankshaft, the bore of the timing sprocket, the
bearing faces of the crankshaft pulley as well as
the ends of the camshafts (timing side) and the
bores of the camshaft pulleys, to prevent there
being any slip between the timing system, the
crankshaft and the camshaft pulleys which may
damage the engine.
Refit:
the timing belt (it is essential to follow the method
described in Section 11A Tensioning timing belt),
the accessories belt (see Section 11A Accessories
belt),
the new sealing plugs:
of the inlet camshaft (Mot. 1487),
of the outlet camshaft (Mot. 1488),
the suspended engine mounting and the engine tie

bar by tightening them to torque (see section 19D
Suspended engine mounting).
Fill and bleed the cooling circuit (see Section 19A

Filling and bleeding).
11A-27
112A
FUEL MIXTURE
Specifications 12A
Vehicles Gearbox Engine Injection type
Cubic
Bore Stroke Compression
Type Suffix capacity
(mm) (mm) ratio
(cm3 )
Sequential
BB1R JB3 742 multipoint
K4M 79.5 80.5 1598 10:1
LB1R DPO 743
Static ignition
Temperature in C - 10 25 50 80 110
Air sensor 10 450 to 2 065 to

815 to 805 - -
NTC type resistance in 8 625 2 040
Coolant sensor 2 360 to

- 850 to 770 290 to 275 117 to 112
NTC type resistance in 2 140
Tests at idle speed*
Pollutant emission**
Engine speed (rpm)
CO (%) (1) CO2 (%) HC (ppm) )
Lambda (
750 50 0.5 max. 14.5 min. 100 max. 0.97 < < 1.03
(1) at 2500 rpm. CO should be 0.3 max.

* For coolant temperature above 80 C and after a stable engine speed of 2 500 rpm. for approximately
30 seconds.
** For legal values refer to your country specification.
12A-1
FUEL MIXTURE
Specifications 12A
DESCRIPTION BRAND / TYPE SPECIAL NOTES
Computer SIEMENS "SIRIUS" 90-track
Injection - Sequential multipoint
Ignition - Static with four coils
Stepper motor + mounting MAGNETI MARELLI Resistance: 53 5 at ambient temperature
Integrated in the throttle body

Track resistance: 1200 240
Cursor resistance < 1 050
Throttle position potentiometer CTS Track No load Full load
A-B 1 250 1 250

A-C 1 245 2 230
B-C 2 230 1 245
Magnetic sensor ELECTRIFIL Integrated connector

(Top Dead Centre and engine or Resistance = 200 to 270
speed) SIEMENS
Integrated into the canister

Canister solenoid valve SAGEM
Resistance: 26 4 at 23 C
Injector SIEMENS Resistance: 14.5
Piezoelectric type
Pressure sensor DELCO
Replace the seal each time it is removed
Piezoelectric type
Pinking sensor SAGEM
Tightening torque: 2 daNm
Tracks 80 (earth) and 45 (computer signal)

Heater resistance
Upstream oxygen sensor BOSCH R = 9 at ambient temperature
Rich mixture = 840 mV 70
Lean mixture = 20 mV 50
12A-2
FUEL MIXTURE
Specifications 12A
DESCRIPTION BRAND / TYPE SPECIAL NOTES
Pencil coil. One per cylinder

Ignition coils NIPPONDENSO Primary resistance: 0.5 0.02
Secondary resistance: 6.8 1 K
Inlet manifold pressure - At idling speed: 320 40 mb
Submerged feed pump BOSCH WALBRO Flow: 60 to 80 l/h
Pressure maintained at:

Pressure regulator -
3.5 0.2 bar
Fuel filter - Mounted on the front of the tank
12A-3
FUEL MIXTURE
Air resonator 12A
The intake circuit includes an air resonator (1) capable of absorbing certain
pressure waves and reducing intake noise.
12A-4
FUEL MIXTURE
Air filter unit 12A
Move the air filter unit to the right in order to remove it.
TIGHTENING TORQUE (in daNm)
The air filter unit can pass between the windscreen
aperture, the engine and the brake servo.
Air filter unit bolt 0.9
REFITTING
REMOVAL
Disconnect:
the battery, NOTE: be careful with the vacuum outlet linking the
the brake servo vacuum pipe (manifold side), exhaust manifold and the brake servo. The inlet
the actuator (1), manifold has to be replaced if this outlet is broken.
the fuel vapour rebreathing pipe (2).
Move aside the coolant reservoir without removing it.
Remove:
the air resonator,
the mounting bolts of the air filter unit (3),
the expansion bottle.
12A-5
FUEL MIXTURE
Throttle body - Idle speed actuator 12A
REMOVING THE IDLE SPEED ACTUATOR
Remove:
Throttle housing 1.3
the stepper motor connector,
Air filter unit 0.9 the gas circulation pipe,
the three mounting bolts.
REMOVING THE THROTTLE BODY
Remove the air filter unit (see Section 12A Fuel

mixture Air filter unit).
Disconnect:
the accelerator cable,
the throttle potentiometer.
Remove the two throttle valve mounting bolts (1).
To refit, proceed in the reverse order to removal,

making sure the three mounting bolts are tightened to
torque. Make sure that the O-ring is in good condition
and correctly positioned when fitting.
REFITTING
Replace the gasket every time the throttle valve is

removed.
Use grease to refit it more easily.
12A-6
FUEL MIXTURE
Inlet manifold 12A
REFITTING
Plenum chamber bolt 1
Air filter unit bolt 0.9 NOTE: follow the recommended tightening order and
the tightening torque of the inlet manifold and throttle
Throttle body bolts 1.5 body bolts.
If necessary, replace the seals of the manifold and the

REMOVAL throttle body.

Disconnect:
the throttle potentiometer,
the pressure sensor,
the pencil coils,
the air temperature sensor,
the accelerator cable.
Remove:
the two throttle body mounting bolts (A),
the inlet manifold bolts.
12A-7
FUEL MIXTURE
Injector holder shim 12A
Remove the front right hand mudguard.
Secure the automatic tensioner of the accessories
Injector holder shim 2.1
belt.
Rail bolts 0.9
Remove the belt.
Inlet manifold bolts 1
WARNING: all removed belts must be replaced. To do
this, refer to the method in Section 11A Accessories
Method for removing the injector holder shim belt.
Remove:
REMOVAL the power steering pump pulley,
the three assisted steering pump mounting bolts.
Move aside the assisted steering pump, without
Remove: removing the pipes.
the inlet manifold (see Section 12A Fuel mixture Inlet
manifold), Remove the mounting bolts and the injector holder
the injection rail protection, shim.
the flange of the injection harness.
Disconnect:
fuel supply pipes (1),
the regulator vacuum pipe (depending on version),
the injectors.
12A-8
FUEL MIXTURE
Injector holder shim 12A
REFITTING
Replace the gasket.
Check the alignment (at A) between the lower inlet manifold and the cylinder head, ensuring that the
distributor is touching the cylinder head cover (at B).
Use the correct tightening torque for the mountings nuts and bolts of the shim.
Replace the accessories belt. To do this, refer to Section 11A Accessories belt.
12A-9
FUEL MIXTURE
Exhaust manifold 12A
Mot. 1495 Tool for removing and refitting the
oxygen sensor
Disconnect and remove the oxygen sensor (1) using

tool Mot. 1495.
Oxygen sensor 4.5
Remove the upper heat shield of the exhaust manifold.
Manifold bolts 1.8
Disconnect the exhaust downpipe.
Three point flange nuts 2
Heat shield bolts, 1
REMOVAL

12A-10
FUEL MIXTURE
Exhaust manifold 12A
Tilt the catalytic converter back without removing it.
Position a block on the sub-frame to support the

catalytic converter and avoid damaging the hose
which would require the catalytic converter to be
replaced.
Remove strut (2) (see previous page) between the

exhaust manifold and the cylinder block.
REFITTING
NOTE: check that the heat shield is correctly

positioned between the oxygen sensor and the
manifold (so as to prevent a chimney effect which
might destroy the connections of the oxygen sensor).
Replace the gaskets of the manifold and of the three

point mounting.
Also replace the mounting nuts.
Use the correct order and tightening torque for the

mountings nuts of the manifold.
WARNING: any damaged heat shield must be

replaced to avoid any risk of fire.
12A-11
113A
FUEL SUPPLY
Fuel cut-off in case of an impact 13A
OBJECTIVE OPERATION
The main function of this feature is to prevent any fires During the impact, the inertia switch ball moves up and
that could result from the leakage of fuel during an cuts off the electrical connection.
accident. In order to achieve this, all components
pumping fuel from the fuel tank will automatically stop The pump relay control circuit + feed is cut off. Neither
functioning during and immediately after the impact. the pump nor the injectors will receive any further
They can then only be made to operate again by a supply of electricity .
mechanical action carried out by the driver or the
repairer. The fuel contained in the tank is actually isolated.
DESCRIPTION RESETTING THE SWITCH
The system consists simply of an inertia switch (1), In order to reset the inertia switch, it is sufficient to
which: press it down to replace the ball bearing in its original
detects the impact, position .
and then cuts off the electrical circuit.
IMPORTANT: after resetting the switch, the
computer's memory MUST, be cleared using the
diagnostic tool. The injection computer will store a
pump relay fault once the system has gone into
operation .
It is fitted:
between track 1 of the pump relay and the + feed.
13A-1
FUEL SUPPLY
Petrol filter 13A
LOCATION Disconnect the pipes fitted with quick-release unions
(1) and (2).
The petrol filter is located under the vehicle, in front of
the fuel tank. Remove the petrol filter by unclipping it from its
mounting.
REFITTING
Observe the flow direction of the fuel (marked by an

arrow on the filter).
Reconnect the piping by hand.
Ensure that the quick release unions are correctly

fastened .
REPLACEMENT
It is recommended to replace the petrol filter at each

vehicle major service.
IMPORTANT: when the fuel circuit is open, use a cloth

to protect yourself from any spurts of petrol resulting
from the residual pressure.
REMOVAL
Before removing the filter take precautions to catch

fuel that will run out of the pipes (the pipes should not
be clamped as this could damage them).
13A-2
FUEL SUPPLY
Pressure regulator 13A
The regulator (4) is located on the gauge/pump
assembly.
13A-3
FUEL SUPPLY
Injector rail/injectors 13A
Remove:
Injector rail bolt 0.9
the rail protector,
the fuel injection inlet union (1) from the injection rail
The injectors are the SIEMENS DEKA type. without squeezing the pipe,
the injector connectors (2),
They are attached to the injector rail by retaining clips. the pinking sensor connector (3),
the rail mounting bolts (4),
The fuel circulates constantly around the the injector rail,
circumference of the injector body. This sweeping by the injector clips,
the fuel prevents the formation of petrol vapour the injectors.
bubbles and helps cold starting.
REFITTING
REMOVAL
You must replace the O-rings and the injector
NOTE: be careful when removing the injectors or mounting clips.
the injector rail as there will be a quantity of fuel in
the rail and the union. Protect the alternator.
Observe the correct tightening torque for the rail bolts.
13A-4
FUEL SUPPLY
Checking the fuel pressure 13A
Mot. 1311-01 Fuel pressure testing unit with
- pressure gauge and sockets
-
Mot.1311-08 Union for measuring fuel pressure
Remove the rail protector.
Disconnect the fuel inlet union (1) and connect a "T"

union (Mot. 1311-08) fitted with a pressure control
gauge.
NOTE: be careful of the fuel in the rail and in the

union. Protect sensitive components.
Start the vehicle in order to start the fuel pump

running.
Read the pressure, which should be constant.
Pressure read:
3.5 bar 0.06
NOTE: it may take a few seconds to read the correct

pressure in the injector rail.
13A-5
FUEL SUPPLY
Checking the fuel pump flow 13A
EQUIPMENT REQUIRED
2000 ml graduated cylinder
Operate the pump using the diagnostic tools or by

NOTE: be careful of the fuel in the pipes. Protect
shunting the fuel relay pump (see the corresponding
sensitive components.
electrical diagram).
Disconnect duct (G) on the gauge/pump/regulator Read the pump delivery rate.
assembly.
Flow reading: 60 to 80 litres/h.
Fit a pipe to discharge the pump into the graduated

measuring cylinder.
13A-6
FUEL SUPPLY
Anti-percolation device 13A
OPERATING PRINCIPLE
The anti-percolation system is controlled directly by

the injection computer.
The coolant temperature information is repeated on

the injection coolant temperature sensor.
The injection computer enters monitoring mode after

the ignition is switched off. If the engine coolant
temperature passes the threshold of 103 C during the
5 minutes after the engine is switched off, the fan low
speed relay is supplied.
If the coolant temperature falls below 100 C, the fan

assembly is cut off (the fan assembly cannot operate
for longer than 12 minutes).
13A-7
114A
ANTI-POLLUTION
Fuel vapour rebreathing 14A
OPERATING DIAGRAM OF THE CIRCUIT
1 Rebreathing of fuel vapours from the fuel tank

(quick-release union)
1 Inlet manifold 2 Rebreathing the fuel vapours going to the engine
2 Recirculation solenoid valve 3 Releasing the air from the canister reservoir
3 Fuel vapour absorber with solenoid valve 4 Canister solenoid valve
4 Fuel tank
M Breather IMPORTANT: the breather must not be blocked during
normal operation. No pipe should be connected to it.
14A-1
ANTI-POLLUTION
OPERATING PRINCIPLE CHECKING THE CANISTER BLEED OPERATION
The air is vented from the tank through the fuel vapour A system malfunction may result in an unstable idle or
absorber (canister). stalling of the engine.
The fuel vapours are trapped by the active charcoal Check the conformity of the circuit (see operating
contained in the absorber (canister) as they pass. diagrams)
The fuel vapours trapped in the canister are eliminated Check the condition of the pipes to the fuel tank.
and combusted by the engine.
This is done by connecting the canister and the inlet

manifold by piping. A solenoid valve is fitted on the
canister which controls the bleeding.
The purpose of the solenoid valve is to open a

passage of variable size (as a function of the OCR
signal sent by the injection computer).
The variation in the passage made available to the fuel

vapours in the solenoid valve is a result of the balance
between the magnetic field created by the electrical
supply to the coil and the return spring force
attempting to close the solenoid valve.
1 Inlet manifold
2 Integrated canister bleed solenoid valve
3 Canister (with solenoid valve)
4 Fuel tank
M Breather
14A-2
ANTI-POLLUTION
CANISTER BLEED CONDITIONS REMOVING THE ABSORBER
The canister bleed solenoid valve is controlled by The absorber (1) is located on the front right-hand
track 4 of the computer when: wheel arch.
the coolant temperature is greater than 60 C,
the air temperature is greater than 10 C, Disconnect:
the engine is not at idle speed, the fuel tank vapour inlet and manifold circulation
a given load threshold is reached, pipes,
the throttle potentiometer position is not at No Load. the solenoid valve control connector.
The opening cyclic ratio of the canister bleed solenoid Remove:

valve can be displayed on the NXR and CLIP the wheel arch liner and the wheel arch,
diagnostic tools by consulting the Canister bleed mounting bolts (2).
solenoid valve OCR signal parameter.
The solenoid valve is closed for a value less than

0.7 %.
14A-3
ANTI-POLLUTION
Check:
at idle speed,
by blocking the circuit coming from the tank at the
canister,
by connecting a pressure gauge (- 3 / + 3 bar)
(Mot. 1311-01) to the vent outlet from canister (M),
that there is no vacuum (and the control value read by
the NX or CLIP tool in parameter: Canister bleed
solenoid valve OCR remains minimal X 0.7 %).
Is there a vacuum?
YES With the ignition off, use a vacuum pump to

apply a vacuum of 500 mbar to the solenoid
valve at (A). This should not vary by more than
10 mbar in 30 seconds.
Does the pressure vary?
YES The solenoid valve is faulty; replace

the canister bleed assembly.
NO There is an electrical problem; check

the circuit.
NO In bleed conditions (see bleed conditions), an

increase in the vacuum should be detected (at
the same time the value of the parameter on
the NXR or CLIP tool should increase).
CHECKING THE CONNECTION BETWEEN

CANISTER AND TANK
This connection can be checked by:

raising the front right wheel using a jack,
removing the filler cap,
connecting a vacuum pump to pipe (B).
The system is operating correctly if it is not possible to

maintain a vacuum on the pipe.
14A-4
ANTI-POLLUTION
Oil vapour rebreathing 14A
DESCRIPTION OF THE COMPONENTS
Oil vapour extraction hole (A).
Oil vapour outlet hole. Oil vapour recovery plate located on the rocker cover.
Refer to Section 11A "Top and front of engine" for

instructions on removal.
14A-5
116A
STARTING - CHARGING
Alternator 16A
IDENTIFICATION
Vehicle type Engine Alternator Current
K4M 742
XB1R BOSCH 0120 416 020 (AC) 100 A
743
CHECKING
After 15 minutes warming up with a voltage of 13.5 volts.
Rpm 100 Amps
2 000 63 A
3 000 86 A
4 000 95 A
16A-1
STARTING - CHARGING
Alternator 16A
Mot. 1273 Tool for checking belt tension
Mot. 1311-06 Tool for removing fuel pipe
REMOVAL
Remove:
the front right wheel and the wheel-arch liner,
the upper cross member (by loosening the two lower
mounting bolts) and fit it to the engine,
the power assisted steering multifunction support

mounting,
the alternator by moving the power assisted steering
pump away.
REFITTING
the injection rail protector,
the front right lens unit, Proceed in the reverse order to removal.
the accessories belt (see information on the
accessories belt tension in section 07A). For information on the tensioning procedure, refer to
the power assisisted steering pump pulley, Section 07A Accessories belt tension.
the injection rail supply pipe using Mot. 1311-06 and
disconnect connector (1) of the injector,
the power assisted steering pump support
mountings,
16A-2
STARTING - CHARGING
Starter 16A
IDENTIFICATION
Vehicle type Engine Starter
K4M 742
XB1R VALEO D7E6
743
16A-3
STARTING - CHARGING
Starter 16A
REMOVAL the priming catalytic converter heat shield (at 1),
oil level sensor connector (2) and move the wiring
Put the vehicle on a two-post lift. harness aside,
Remove:
the front right wheel,
the air resonator.
Right-hand side of the vehicle
Remove:
the track rod end using tool T.Av. 476,
the upper shock absorber pillar mounting bolt and
slacken the lower bolt.
Tilt the stub-axle carrier and disconnect the driveshaft.
Remove:
the battery;
the injection computer mounting, after having
disconnected the computer connector as well as the
impact switch connector,
16A-4
STARTING - CHARGING
Starter 16A
starter motor supply cable nut (3) and disconnect
solenoid connector (4),
the mounting bolts of the starter motor and remove it
from underneath.
REFITTING
Check for the presence of the centring dowel which

should be located (at A).
Refit the heat shields correctly.
16A-5
117A
IGNITION
Static ignition 17A
REMOVING A COIL
Ignition coil screws 1.5
Spark plugs 2.1 Disconnect the ignition coils.
IMPORTANT: take care not to damage the connectors

(1); if they are damaged, they must be replaced.
DESCRIPTION
Remove the coil mounting bolts (2).
Static ignition is a system which increases the amount
of power available to the spark plugs by eliminating all
intermediaries between the spark plug and the coil.
The system also makes it possible to eliminate all

moving components from the ignition.
The power module is incorporated in the injection

computer. The ignition therefore uses the same
sensors as the injection.
REFITTING
Proceed in the reverse order to removal. If necessary,

There are four ignition coils and each is mounted replace the coil O-rings.
directly on the plug by means of a bolt on the cylinder
head cover.
The coils are supplied in series two by two by tracks 1

and 32 of the injection computer:
track 1 for cylinders 2 and 3,
track 32 for cylinders 1 and 4.
SPARK PLUGS
The plugs have three electrodes (two visible

electrodes and an earth electrode).
17A-1
217B
PETROL INJECTION
General information 17B
SPECIAL NOTES FOR MULTIPOINT INJECTION
SIEMENS SIRIUS 32 90-track computer controlling injection and ignition.
Use of CLIP and NXR after-sales diagnostic tools.
Multipoint injection operating in sequential mode without a cylinder marking or camshaft position sensor. This
means that phasing is carried out by software using the TDC sensor.
Static ignition with four plugs controlled in series two by two.
Special precautions relating to the engine immobiliser.

Adaptation of a second generation engine immobiliser, involving a specific computer replacement procedure.
Idle speeds:
nominal idle speed 750 rpm.
Idling speeds corrected according to:

air conditioning,
electrical consumers in operation,
Maximum engine speeds:

maximum engine speed when the coolant temperature is below 60 C 5800 rpm.
maximum engine speed: for temperature > 60 C 6500 rpm.
Canister bleed solenoid valve controlled by opening cyclic ratio (OCR) according to engine speed and operating
conditions.
Automatic configuration when the air conditioning is operating by exchanging signals between the computers.
On the other hand, it is not possible to deconfigure it (even by using the after-sales diagnostic tool).
The fan assembly and the coolant temperature warning light on the instrument panel are controlled by the injection
computer Central Coolant Temperature Management.
17B-1
PETROL INJECTION
Location 17B
1 Pressure sensor
2 Idle speed stepper motor
3 Throttle position potentiometer
4 Oxygen sensor (upstream)
5 Ignition coil and spark plug
6 Coolant temperature sensor and TDC sensor
7 Injection computer
8 Supply relay
9 Pinking sensor
10 Air temperature sensor
11 Injector rail with pressure regulator
12 Power assisted steering pressure switch
13 Fuel vapour absorber with solenoid valve
17B-2
PETROL INJECTION
Location 17B
9 Pinking sensor 3 Throttle position potentiometer
11 Injector rail 1 Pressure sensor:
14 Injector 4 Upstream oxygen sensor
2 Idle speed stepper motor

10 Air temperature sensor
5 Ignition coil
17B-3
PETROL INJECTION
Special notes for sequential injection 17B
PRESENTATION
The engine is fitted with a sequential injection system.
In normal operating conditions, fuel is injected into one cylinder then the next when they are at the start of the
induction stroke.
For this, the following are necessary:

each injector is controlled independently by the computer (injector no. 1 engine flywheel end),
the computer knows which cylinder is in its induction stroke,
To recognise which cylinder is in its induction stroke the computer uses a single sensor (the Top Dead Center and
engine speed sensor) which may indicate:
cylinders 1 and 4 at Top Dead Center,
cylinders 2 and 3 at Top Dead Center,
The computer implements two strategies to determine which of the two cylinders it is to inject:
it remembers which injector it is controlling whenever the engine is stopped. Whenever the engine is restarted, it
fires from the reference cylinder first,
if the reference cylinder is incorrect, the computer performs a software test.
When the ignition is switched off, the idle speed regulation stepper motor control is maintained for a minimum period
of 10 seconds, in order to perform systematic programming of the lower stop. This period is called retiming.
If the computer is replaced, programming must be performed during a road test for a period of at least 25 minutes in
normal operation and the idle speed stepper motor must be retimed.
17B-4
PETROL INJECTION
Special notes for sequential injection 17B
A 1 crankshaft rotation
B 1 camshaft rotation
C Top Dead Centre 1-4

D Top Dead Centre 2-3
1 Cylinder 1 in induction stroke

5 Long tooth
6 84 or 14 teeth
7 30 teeth
X Engine flywheel target
NOTE: all values are expressed in degrees from Top Dead Center.
17B-5
PETROL INJECTION
Immobiliser function 17B
The vehicle is fitted with a second generation engine immobiliser system. The injection computer MUST have been
programmed with the immobiliser code to operate.
REPLACING THE INJECTION COMPUTER
The computers are supplied uncoded. When a computer is replaced it must be programmed with the vehicle code,
then checked to ensure that the immobiliser function is working properly.
To do this, simply switch on the ignition for a few seconds and then switch it off.
CHECKING THE IMMOBILISER FUNCTION
Remove the ignition switch key, after 10 seconds the red immobiliser warning light should flash.
TESTING AN UNCODED INJECTION COMPUTER ON LOAN FROM A PARTS STORE IS STRICTLY

FORBIDDEN
IT IS NOT POSSIBLE TO USE A CODED COMPUTER FITTED TO ONE VEHICLE TO PERFORM A TEST ON
ANOTHER VEHICLE
CHECKING THE STATE OF THE COMPUTER (coded or uncoded)
It is possible to check the injection computer state using the diagnostic tool.
* Connect the diagnostic tool to the diagnostic socket,
* Select and confirm the vehicle type,
* Select and confirm Petrol injection,
* Select the State option:
If state ET099: Immobiliser code installed is inactive, this indicates that the injection computer has not been
coded.
if the state ET002: Engine immobiliser is active, starting will be impossible.
17B-6
PETROL INJECTION
Injection/air conditioning programming 17B
THE COMPRESSOR IS OF VARIABLE DISPLACEMENT TYPE
INJECTION COMPUTER / Air Conditioning COMPUTER CONNECTION
The injection computer is connected to the Air conditioning computer by two wires:
a wire from the injection computer to the Air conditioning track 10. This wire conveys only signals authorising or
forbidding operation of the compressor,
a wire from the Air conditioning computer to injection computer track 46. This wire carries the request for the
compressor to start operating.
When the Air conditioning is switched on, the Air conditioning computer requests compressor operation. The
injection computer either authorises or disallows the compressor clutch and imposes a modified idling speed.
COMPRESSOR OPERATION PROGRAMMING
During certain stages of operation, the injection computer stops the compressor from functioning.
Engine starting program
The compressor is prevented from operating for 10 seconds after the engine is started.
Recovery of performance and take off
If the full load position is recognised, if the engine speed is below 2 000 rpm. or if the vehicle speed is below 10 mph
(16 km/h), the compressor is disengaged for a maximum of 9 seconds. It is re-engaged if the full load position is not
recognised, if the engine speed reaches 2 000 rpm. and if the vehicle reaches 16 mph (26 km/h).
Anti-stalling function
If the engine speed drops below 600 rpm, the compressor is disengaged for a maximum of 9 seconds. It is re-
engaged when the engine speed exceeds 1900 rpm.
Thermal protection program
The compressor does not engage in cases where the coolant temperature is above 110 C.
Engine overspeed protection programming
The compressor is prevented from operating if the engine speed is greater than 6000 rpm.
17B-7
PETROL INJECTION
Idle speed correction 17B
POWER ASSISTED STEERING PRESSURE SWITCH / INJECTION COMPUTER LINK
The injection computer receives a signal from the power steering pressure switch (which can be displayed on the
diagnostic tool). This depends on the pressure in the hydraulic circuit and on the fluidity of the power steering fluid.
The higher the pressure, the more energy is absorbed by the power steering pump.
The injection computer does not adjust the engine idle speed. However, it takes the signal into account to anticipate
losses of engine speed.
ELECTRICAL CORRECTION ACCORDING TO BATTERY VOLTAGE AND ELECTRIC POWER BALANCE
The purpose of this adjustment is to compensate for the drop in voltage due to a power consumer being switched on
when the battery is not charged sufficiently. To achieve this, the idle speed is increased, which increases the speed
of rotation of the alternator, and this increases the battery voltage.
The lower the voltage, the more significant the correction. Correction of the engine speed is therefore variable. It
begins when the voltage drops to below 12.8 volts. Correction begins at the engine idle speed and may reach a
maximum of 900 rpm.
17B-8
PETROL INJECTION
Adaptive idle speed correction 17B
PRINCIPLE
Under normal warm engine operating conditions, the idle speed OCR signal varies between a high value and a low
value, so that the nominal idle speed is obtained.
In the case of variations in the operation of the vehicle (such as running in, engine wear, etc.) the idle speed OCR
value may be close to the high or low values.
Adaptive correction of the idle speed OCR allows the slow variations in the engine's air requirements to be
counteracted.
This correction only takes effect if the coolant temperature is above 80 C, 20 seconds after the engine is started
and if the nominal idle speed regulation phase is active.
IDLE SPEED OCR VALUES AND ADAPTIVE CORRECTION
PARAMETER K4M 742 743 engine
Nominal idle speed X = 750 rpm

Idle OCR 6 % X 22 %
Idling OCR signal adaptive Thrust bearing
min.: 64
max.: 160
Every time the engine is switched off the computer resets the stepper motor to its lower limit.
INTERPRETATION OF THESE PARAMETERS
In the event of excess air (air leak, incorrectly adjusted throttle stop, etc.) the idle speed increases, the idle speed
OCR value decreases to the nominal idle speed; the adaptive correction value of the idle speed OCR signal
decreases in order to realign idle speed regulation operation.
In the case of insufficient air (contamination, etc.), the process is inverted, the idle speed OCR and the adaptive
correction both increase by the same amount, to realign the idle speed regulation operation.
IMPORTANT: it is essential after clearing the computer memory that you start the engine and then switch it off to
allow the stepper motor to be retimed. Start it again and let it run at idle speed so that the adaptive correction can
take place.
17B-9
PETROL INJECTION
Richness regulation 17B
Engines fitted with the SIRIUS 32 computer are fitted with an upstream oxygen sensor.
HEATING THE SENSOR
The sensor is heated by the computer:

from start-up.
Heating the oxygen sensor is stopped:

if the vehicle speed is greater than 90 mph (145 km/h) (value given for information purposes),
according to engine load.
UPSTREAM SENSOR VOLTAGE
Parameter reading: Upstream oxygen sensor voltage on the NXR or CLIP diagnostic tool, the value displayed
indicates the voltage sent to the computer by the oxygen sensor placed upstream of the catalytic converter. It is
expressed in millivolts.
When the engine is operating in a closed loop, the voltage must oscillate rapidly between two values:
100 mV 100 for a lean mixture,
800 mV 100 for a rich mixture.
The smaller the difference between the minimum and maximum values, the poorer the signal from the sensor (the
difference is usually at least 500 mV).
NOTE: if the difference is small, check the sensor heater.
17B-10
PETROL INJECTION
Richness regulation 17B
MIXTURE ADJUSTMENT
The value displayed on the NXR or CLIP diagnostic tool: Richness correction value parameter represents the
average value of richness corrections made by the computer according to the richness of the burnt mixture as
detected by the oxygen sensor located upstream of the catalytic converter (the oxygen sensor actually analyses the
oxygen content of the exhaust gases).
The correction value has a mid-point of 128 and limits of 0 and 255:
value less than 128: leaner mixture required,
value greater than 128: richer mixture required.
ENTRY INTO RICHNESS REGULATION MODE
Richness regulation will start after a timed starting period if the coolant temperature is above 10 C in the no load
position and if the oxygen sensor is ready (sufficiently warm).
The timed starting period depends on the coolant temperature:

at 20 C, the timed period is between 18 and 72 seconds,
at 60 C, the timed period is between 20 and 80 seconds.
When the mixture regulation is complete the parameter value is 128.
Unlooping phase
In the mixture regulation phase, the stages of operation during which the computer does not take into account the
value of the voltage supplied by the upstream sensor are:
at full load: = variable and greater than 128,
during sharp acceleration: = variable and greater than 128,
whilst decelerating with no load information (injection cut): = 128,
in the event of an oxygen sensor fault: = 128.
DEFECT MODE IN THE EVENT OF AN OXYGEN SENSOR FAULT
When the voltage from the oxygen sensor is incorrect (varying only slightly or not at all) during mixture regulation,
the computer will only enter defect mode if the fault has been recognised as present for 10 seconds. Only in that
case will the fault will be stored. In this case, the richness correction parameter is 128.
If an oxygen sensor fault is present and recognised and if the fault has already been stored, the system enters the
open loop mode directly.
17B-11
PETROL INJECTION
Adaptive richness adjustment 17B
PRINCIPLE
In the loop mode (see section 17 Richness regulation), richness regulation corrects the injection timing to give fuel
metering which is as close as possible to richness 1. The correction value is close to 128, with limits of 0 and 255.
However, variations can affect the components of the injection system, and cause the correction to reset to 0 or 255,
to obtain richness 1.
Adaptive correction allows the injection mapping to be adjusted to re-enter the richness regulation to 128 and to
ensure a constant authority of correction to make the mixture leaner or richer.
Adaptive correction of richness regulation can be broken down into two parts:
adaptive correction focusing on average and heavy engine loads (parameter: richness adaptive operation),
adaptive correction focusing on idle speed and low engine loads (parameter: idle speed richness adaptive).
Adaptive corrections take 128 as the average value after initialisation (erasing the memory) and have the following
threshold values:
PARAMETER K4M 742 743 engine
Operating adaptive richness 64 X 160

Idle adaptive richness 64 X 160
Adaptive correction only takes place when the engine is warm in loop phase and in a given manifold pressure range.
The engine must have operated in the loop mode for several pressure ranges for adaptive correction to begin to
change to compensate for the variations in engine operating richness.
A specific road test must therefore be carried out after the computer has been reinitialized (adaptives return to 128).
17B-12
PETROL INJECTION
ROAD TEST
Conditions:
engine warm (coolant temperature > 80 C),
do not exceed an engine speed of 4000 rpm.
For this test, it is advisable to set off at a quite low engine speed in 3rd or 4th gear with very progressive acceleration
so that the desired pressure is stabilised for 10 seconds in each range (see table).
Pressure zones which must be passed through during the test

Parameter: pressure calculator on NXR or CLIP tool
Range No. 1 Range No. 2 Range No. 3 Range No. 4 Range No. 5
(mbar) (mbar) (mbar) (mbar) (mbar)
K4M 742 260 --------------- 457 ------------------ 535 ------------------- 613 ------------------- 691 --------------- 813
743 Average 358 Average 496 Average 574 Average 652 Average 752
Following this test the adjustments will be operational.
The idle speed richness adaptive parameter varies more noticeably on the idle speed and low loads, and the
operating richness adaptive operates on the medium and high loads, but both across all the manifold pressure
ranges.
The test must be continued with normal smooth and varied driving for a distance of 3 to 6 miles
(5 to 10 kilometres).
After the test, read the adaptive richness values. Initially 128, they may have changed. If not, repeat the test
ensuring that the test conditions are observed.
17B-13
PETROL INJECTION
INTERPRETATION OF INFORMATION GATHERED DURING A ROAD TEST
In the case of a lack of fuel (injectors clogged, pressure and flow of fuel too low, etc), the richness regulation
increases to obtain a richness as close as possible to 1 and the adaptive richness correction increases until the
richness correction again fluctuates at around 128.
In the event of an excessive amount of fuel, the logic is reversed: the richness regulation decreases and the
adaptive richness correction also decreases to realign the richness correction at around 128.
NOTE: any idle speed richness adaptive analysis is still a delicate task because the correction is made mainly to the
idle speed and low loads, and furthermore, is very sensitive.
Therefore, no conclusions should be drawn hastily from this parameter, rather the operating adaptive position should
be analysed.
The information from these two parameters 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 parameter values were
offset in the same direction.
IMPORTANT: the richness adaptives should only be examined and analysed after a customer complaint,
an operating fault and if they are at the threshold with the richness correction value offset and varying
above 175 or below 80.
17B-14
PETROL INJECTION
Oxygen sensors 17B
Mot. 1495 Socket for removing and refitting
the oxygen sensor
REFITTING
Refit using the reverse of the removal procedure.
Oxygen sensors 4.5
NOTE: check that the exhaust heat shield is correctly
IMPORTANT: the two oxygen sensors are different positioned between the oxygen sensor and the
and therefore are not interchangeable. manifold (to prevent a chimney effect which could
damage the wiring of the oxygen sensor),
REMOVING THE UPSTREAM SENSOR
Remove the air filter unit (see section 12A Fuel

mixture: Air filter unit).
Disconnect and remove the oxygen sensor using tool

Mot. 1495.
17B-15
PETROL INJECTION
Central coolant temperature management 17B
Centralised Coolant Temperature Management This system is fitted with a single coolant temperature
sensor which is used for the injection, the fan and the
temperature warning light on the instrument panel.
Operating principle
Sensor 244 enables:

- the coolant temperature to be indicated on the
instrument panel,
- the injection computer to be informed of the engine
coolant temperature.
The injection computer uses the coolant temperature

to control:
the injection system,
the engine cooling fan relays,
the fan assembly is controlled at slow speed if the
coolant temperature exceeds 99 C and is
switched off when the temperature falls below
96 C,
the fan assembly is operated at high speed if the
coolant temperature exceeds 102 C and is
switched off when the temperature falls below
244 Coolant temperature sensor (injection and 98 C,
coolant temperature indication on the the fan assembly may be controlled at low speed
instrument panel). for the anti-percolation device and at high speed
3-way sensor , two for the coolant temperature for the air conditioning system.
information and one for the indication on the temperature warning light.
instrument panel.
COOLANT TEMPERATURE WARNING LIGHT
The warning light is controlled by the injection

computer if the coolant temperature exceeds 118 C.
17B-16
PETROL INJECTION
Allocation of computer tracks 17B
ALLOCATION OF INJECTION COMPUTER INPUTS AND OUTPUTS
1 -->-- COIL CONTROL (cylinders 2 and 3)

3 ----- EARTH
4 -->-- CANISTER SOLENOID VALVE CONTROL
8 -->-- LOW SPEED Fan Assembly RELAY CONTROL
9 -->-- COOLANT TEMPERATURE WARNING LIGHT
10 -->-- Air Conditioning COMPRESSOR CONTROL
12 -->-- IDLE SPEED REGULATOR CONTROL
13 --<-- COOLANT TEMPERATURE INPUT
15 ----- PRESSURE SENSOR EARTH
32 -->-- COIL CONTROL (cylinders 1 and 4)
33 ----- EARTH
38 -->-- HIGH SPEED Fan Assembly RELAY CONTROL (if air conditioning)
39 -->-- ACTUATOR RELAY CONTROL
43 --<-- THROTTLE POTENTIOMETER SIGNAL
45 --<-- UPSTREAM OXYGEN SENSOR SIGNAL
63 -->-- UPSTREAM OXYGEN SENSOR HEATING CONTROL
66 ----- POSITIVE AFTER IGNITION
68 -->-- FUEL PUMP RELAY CONTROL
70 -->-- ENGINE SPEED INFORMATION
73 ----- COOLANT TEMPERATURE SENSOR EARTH
74 ----- THROTTLE POTENTIOMETER SUPPLY
75 ----- THROTTLE POTENTIOMETER EARTH
16 --<-- PRESSURE SENSOR SIGNAL

18 --<-- REFRIGERANT CIRCUIT PRESSURE SENSOR SIGNAL
19 ----- PINKING SENSOR SCREENING
20 --<-- PINKING SENSOR SIGNAL
24 --<-- ENGINE SPEED SENSOR SIGNAL
26 --<>-- FAULT FINDING
27 --><-- CAN H MULTIPLEX CONNECTION (automatic gearbox only)
28 ----- EARTH
29 ----- POSITIVE AFTER IGNITION
30 ----- POSITIVE BEFORE RELAY
46 --<-- AIR CONDITIONING START REQUEST
49 --<-- AIR TEMPERATURE SENSOR INPUT
53 --<-- VEHICLE SPEED

54 --<-- ENGINE SPEED SENSOR SIGNAL
56 --<>-- FAULT FINDING
57 --><-- CAN L MULTIPLEX CONNECTION (automatic gearbox only)
58 --<-- IMMOBILISER INPUT
59 -->-- INJECTOR 1 CONTROL
77 ----- AIR TEMPERATURE SENSOR EARTH

78 ----- PRESSURE SENSOR SUPPLY
79 ----- PINKING SENSOR EARTH
80 ----- UPSTREAM OXYGEN SENSOR EARTH
82 ----- REFRIGERANT CIRCUIT PRESSURE SENSOR EARTH
83 ----- REFRIGERANT CIRCUIT PRESSURE SENSOR SUPPLY
85 --<-- POWER ASSISTED STEERING PRESSURE SWITCH
--<-- INPUT
-->-- OUTPUT
17B-17
119A
COOLING SYSTEM
Specifications 19A
VOLUME AND GRADE OF COOLANT
Engine Volume (in litres) Grade
K4M 5.7 GLACEOL RX (type D)
THERMOSTAT
Engine type Starts to open at (C) Fully open at (C) Travel (mm)
K4M 89 101 7.5
19A-1
COOLING SYSTEM
Filling - Bleeding 19A
Coolant flows continuously through the heater matrix, BLEEDING
which contributes to the cooling of the engine.
Let the engine run for 20 minutes at 2 500 rpm, until
the engine cooling fan(s) cut in (time required for
FILLING automatic degassing).
It is essential to open the bleed screw on the Verify that the liquid level is at or near the Max marker.
cylinder head coolant pipe housing outlet.
DO NOT OPEN THE BLEED SCREW(S) WHILE THE
Fill the circuit through the expansion bottle opening. ENGINE IS RUNNING.
Close the bleed screws as soon as the liquid starts to RE-TIGHTEN THE EXPANSION BOTTLE CAP
flow in a continuous stream. WHILE THE ENGINE IS WARM.
Start the engine (2 500 rpm).

Location of the bleed screw on the plenum
Adjust the level by overflow for a period of about chamber
4 minutes.
Close the bottle.
19A-2
COOLING SYSTEM
Checking 19A
M.S. 554-01 Adapter for M.S. 554-07
M.S. 554-06 Adapter for M.S. 554-07
M.S. 554-07 Kit for testing cooling circuit
sealing
1 - Testing the circuit sealing 2 - Checking the valve rating.
Replace the expansion bottle valve with adapter If liquid passes through the expansion bottle valve, the
M.S. 554-01. valve must be replaced.
Connect this to tool M.S. 554-07. Fit tool M.S. 554-06 on pump M.S. 554-07and fit both
onto the valve to be checked.
Warm up the engine then switch it off.
Increase the pressure, which should stabilise at the
Pump to put the circuit under pressure. valve rating pressure with a test tolerance of 0.1 bar.
Stop pumping at 0.1 bar less than the valve is rated. Valve rating of the valve: 1.4 bar.
The pressure should not drop; if it does, look for the

leak.
Slowly unscrew the union of tool M.S. 554-07 to

decompress the cooling circuit, then remove tool
M.S. 554-01 and refit the expansion bottle valve with a
new seal.
19A-3
COOLING SYSTEM
Coolant pump 19A
Mot. 1202-01
Hose clip pliers
Mot. 1202-02
Mot. 1448 Long nose pliers for hose clips
the coolant pump.

Coolant pump bolts M6 1

M8 2.2
REMOVAL
Drain the cooling circuit through the radiator bottom

hose.
Remove:
the timing belt (see Section 11A Timing belt),
the timing gear tension wheel,
the acoustic earth (A),
Cleaning
It is very important not to scratch the sealing

faces.
Use the Dcapjoint product to dissolve any remains of

the gasket still adhering.
Apply the product to the parts to be cleaned; wait

about ten minutes, then remove it using a wooden
spatula.
Wear gloves whilst carrying out this operation.
Do not allow this product to drip on to the paintwork.
19A-4
COOLING SYSTEM
Coolant pump 19A
REFITTING Refit:
the timing gear tensioner, correctly positioning the
Refit the coolant pump and seal with Loctite 518; the wheel lug in the groove (A),
bead (C) should be 0.6 to 1 mm wide. Apply according
to the diagram below.
the timing belt (you must follow the method described

in section 11A Timing belt).
Pretighten bolts M6 and M8 to 0.8 daNm, then tighten
bolts M6 to 1.1 daNm and bolts M8 to 2.2 daNm in the Fill and bleed the cooling circuit (see section 19A
recommended order. Filling - bleeding).
NOTE: put one to two drops of Loctite FRENETANCH

on bolts 1 and 4 on the coolant pump.
19A-5
COOLING SYSTEM
Radiator 19A
Mot. 1448 Remote operation clip pliers for
cooling system hose clips
There are no specific points to note regarding the REFITTING

removal and refitting of the radiator.
REMOVAL NOTE: ensure that the radiator or condenser fins

(if fitted) are not damaged when removing/refitting,
Put the vehicle on a two-post lift. and protect them if necessary.
Disconnect the battery. Fill and bleed the cooling circuit (see Section 19A
Filling - bleeding).
Remove the engine undertray.
Drain the cooling circuit through the radiator bottom

hose.
Remove:
the air inlet duct,
the fan assembly connectors,
the wiring from the fan assembly support,
the radiator top hose,
the radiator top mountings,
the radiator.
19A-6
COOLING SYSTEM
Diagram 19A
1 Engine
2 Radiator
3 Hot bottle with degassing after thermostat
4 Heater matrix
5 Thermostat mounting
6 Water/oil exchanger for vehicles fitted with automatic transmission
7 Choke 3 mm
8 Choke 14 mm
9 Coolant pump
10 Thermostat
11 Bleed screw
The valve rating of the expansion bottle valve is 1.4 bar.
19A-7
1219B
EXHAUST
During operation, the catalytic converter reaches high ILLUSTRATION OF THE AREA TO BE CUT
temperatures, and consequently, it is vital not to park
the vehicle in a place where combustible materials The area to be cut is defined by two punch marks on
could come into contact with it and be ignited. the exhaust pipe.
IMPORTANT:
the seal between the exhaust manifold gasket face
and the catalytic converter (inclusive) must be
perfect,
any gasket removed must be REPLACED,
when removing/ refitting, the catalytic converter
should not be subjected to mechanical impact, which
could damage it.
CUT OUT OF THE EXHAUST PIPE
The exhaust pipe is monobloc type. This means that

there is no break from the expansion chamber inlet to
the silencer outlet.
It is therefore necessary to cut off the exhaust pipe There is an area to be cut on the exhaust pipe, located
when replacing the expansion chamber or silencer between the expansion chamber and the silencer.
After Sales.
The distance between the two markings is 90 mm. You
When doing this, it is absolutely essential to: must cut the pipe and mark out the centre line (D)
carefully identify the area to be cut, between the two markings (P 1 and P 2).
use exhaust pipe cutting tool Mot. 1199-01,
accurately position the after sales sleeve.
IMPORTANT: to cut the exhaust pipes you will

need tool Mot. 1199-01; this tool allows you to cut
tubes 2mm thick.
19B-1
EXHAUST
FITTING THE AFTER SALES SLEEVE A clamp that has been used once must be
replaced.
To avoid any leaks in the exhaust pipe, the sleeve The nut on the clamp has a groove (A) to ensure it is
must be correctly positioned over the two exhaust pipe tightened to the correct torque. When the nut is
sections. The pipe must be against the stops inside the tightened and the groove disappears, it causes a
sleeve. distinct clicking sound and the nut is then tightened to
the correct torque (2.5 daNm).
Begin by positioning the sleeve over the used section
of the pipe, adjust the collar by tightening gently. IMPORTANT:
check that the exhaust pipe is not touching the body,
Check the position of the pipe in relation to the stops. check that all the exhaust pipe heat shields are
present and securely attached,
Fit the new section of the pipe. check that the two cut-out markings are correctly
aligned.
Before fitting the sleeve on the pipe, apply a little
mastic to the inner ring on the sleeve to prevent leaks.
(Exhaust mastic Part number: 77 01 421 161).
IMPORTANT: the bolt and nut used for tightening the

sleeve must be aligned vertically to avoid any risk of
touching the underside of the body.
19B-2
EXHAUST
Catalytic converter 19B
REFITTING
Replace the three-point bracket seal and the exhaust
Three-point bracket nuts 2
pipe clamp.
Observe the tightening torques of the exhaust

REMOVAL downpipe.
WARNING: all damaged heat shields must be

replaced to prevent the risk of fire.
Uncouple the catalytic converter from the silencer

pipe.
Remove the heat shields protecting the body.
Disconnect the exhaust downpipe.
Remove the catalytic converter.
19B-3
TANK1319C
Fuel tank 19C
EQUIPMENT REQUIRED
INTERCO pneumatic decanting pump
IMPORTANT: during all the fuel tank removal and On the pump outlet fit a pipe long enough to be
refitting operations, refrain from smoking and do submerged in a container outside the vehicle.
not bring incandescent objects anywhere near the
working area. NOTE: it is also possible to use a pneumatic decanting
pump.
DRAINING THE FUEL TANK Attach the battery to the charger so it does not
discharge.
Remove the blanking cover giving access to the
regulator-pump-sender unit assembly. In the engine compartment, disconnect the fuel pump
relay located in the engine compartment connection
Disconnect the quick-release union (1) (green unit.
marking).
Shunt tracks 3 and 5 and let the fuel flow until it runs
out in intermittent jets.
Disconnect the shunt.
Reconnect the relay.
19C-1
TANK
Fuel tank 19C
REMOVING THE FUEL TANK Raise the vehicle.
Disconnect the battery. Disconnect the expansion chamber of the catalytic

converter.
Remove the exhaust mounting bracket from the
Disconnect the electrical connector (2) and the quick- middle of the vehicle.
release unions.
Tilt the exhaust pipe.
Disconnect the various unions on the fuel filter.
Release the fuel return pipe from the tank.
Remove the heat shield located under the tank and

under the handbrake cables.
19C-2
TANK
Fuel tank 19C
Release the handbrake control lever, cables (3) and REFITTING
(4). The system which allows the handbrake cables to
be slackened is located in the passenger The tank has three oblong-shaped positioning holes:
compartment. The method is described in two next to the tank side mounting bolts,
section 37A. Carefully release the plastic stops (6). one next to the tank rear mounting bolt.
To fit the tank in the correct position, the three tank

positioning holes must be aligned with the three holes
made in the body subframe.
Take care not to pinch or kink any pipes (risk of leaks).
Fit the quick release unions by hand and ensure they

connect correctly.
Take care to ensure the heat shields are correctly

refitted.
WARNING: all damaged heat shields must be

replaced to prevent the risk of fire.
Disconnect the device in order to release the cables.
Tighten the tank mounting bolts to 2.1 daNm.
Disconnect the over-filling pipe from the tank.
Disconnect the tank from the filler neck.
Unclip the handbrake cables underneath the tank.
Position a hydraulic jack under the fuel tank.
Remove the four bolts mounting the tank.
Tip the tank on its right-hand side, then remove it.
19C-3
TANK
Fuel tank 19C
19C-4
TANK
Fuel tank 19C
List of components
1 Overpressure/underpressure safety valve

2 Restriction valve
3 Overfill prevention valve and leak prevention valve in
case vehicle turns over
4 Overfill prevention valve ball
5 Degassing - filling
6 Canister connection (fuel vapours)
A Air outlet during filling

B Volume of air allowing fuel to expand
C Fuel inlet for filling (fitted with an anti-backflow valve)
D Useful volume of fuel
19C-5
TANK
Fuel tank 19C
FUNCTION OF THE VALVES The tank has a sealed cap.
1 Overpressure/underpressure safety valve The filler neck for unleaded petrol has the following
If the fuel vapour recirculation circuit is blocked, special features:
this valve prevents the fuel tank being subjected a smaller filling opening which cannot accept a
to overpressure (the tank expands) or conventional filling nozzle. (The lead would have the
underpressure (as fuel is used, the tank collapses effect of polluting the depollution system: oxygen
inwards). sensor and catalytic converter),
a valve covering the filling opening (2) (so as to
prevent petrol vapour fumes or fuel flowing
backwards).
2 Restriction valve
This valve prevents leaded petrol or diesel fuel
getting into the tank.
3 Overfill prevention valve and leak prevention

valve in case vehicle turns over
The overfill prevention valve functions because of
the ball (4).
When the vehicle is stationary, during filling, the
ball rests in its seating, retaining a certain amount
of air in the tank.
When the vehicle is moving, the ball (4) moves
out of its seat, thus allowing the tank to be
connected to the canister.
When the tank is full, it is vital that a sufficient
volume of air to allow the fuel contained within it
to expand is retained inside the tank, but not too
much, otherwise there is a risk of the tank
exploding.
The leak prevention valve in case vehicle turns
over prevents the tank draining through the pipe
leading to the canister or the breather pipe
(Diesel).
19C-6
TANK
Sender unit 19C
In petrol versions, the pump and sender unit cannot be
separated.
In diesel versions, there is no submerged pump in the

tank, only a sender unit.
For information on removing the sender unit, refer to

sub-section Tank, Pump-sender unit.
Checking the sender unit
Value across Capacities Height H

terminals A1 and (mm)
B1 (in )
7 max 4/4 Upper stop
55 7 3/4 142
98 10 1/2 111
155 15 1/4 89
280 20 Warning 45.5
310 10 Spare Lower stop
Ensure that the resistance varies when the float is

moved.
Measuring height H
Place the removed sender unit on a flat surface. H is

the height measured between the sender unit float pin
and the sealing face.
NOTE: all the above values are given merely as a

guide.
19C-7
TANK
Pump/sender unit 19C
Mot. 1397 Universal petrol tank gauge nut
wrench
IMPORTANT: Remove the mounting nut (4) with tool Mot. 1397
(release the nut, remove the tool, unscrew the nut by
During all operations on the fuel tank or fuel hand and then remove it).
supply circuit, it is vital to:
refrain from smoking or bringing incandescent Remove the fuel pump-sender unit assembly.
objects close to the work area,
protect yourself from splashes of petrol caused NOTE: if several hours will pass between the removal
by residual pressure in the pipes after removal. and refitting of the fuel pump/sender assembly, screw
the nut back on the tank to avoid any distortion.
REMOVAL
It is not necessary to remove the tank to remove the

pump-sender unit. It is accessible from the vehicle
interior, to do this:
disconnect the battery,
raise the rear bench seat,
remove the steel access cover,
disconnect the electrical connector (1),
the fuel supply pipe (2) (indicated by a green snap-fit

union),
the fuel return pipe (3) (indicated by a red snap-fit
union).
19C-8
TANK
Pump/sender unit 19C
REFITTING
Replace the seal.
Position the pump-sender unit assembly (arrow (F)

should be opposite the three lines and arrow (P) on top
of the tank).
Position the nut and tighten it (the nut is correctly

tightened when marking (O) on the tank is opposite the
three lines on top of the tank).
Connect the fuel pipes.
Reconnect the electrical connector.
Refit the protection.
ALLOCATION OF CONNECTOR TRACKS
TRACK DESCRIPTION
A1 Earth
A2 Not used
B1 Sender unit information to instrument
panel
B2 Not used
C1 Pump + supply
C2 Pump - supply
19C-9
519D
ENGINE MOUNTING
Suspended engine mountings 19D
A 6.2
B 6.2
C 2.1
D 10.5
E 6.2
F 4.4
G 6.2
H 6.2
19D-1

MR358CLIO1 PT 1.6 16v

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MR358CLIO1 PT 1.6 16v

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Engine and peripherals

ENGINE AND PERIPHERALS

TOP AND FRONT ENGINE

ENGINE MOUNTING SYSTEM

77 11 315 122 FEBRUARY 2002 EDITION ANGLAISE

All copyrights reserved by Renault.

(1) Manufacture: country of manufacture.

10A ENGINE 14A EMISSION CONTROL

11A TOP AND FRONT OF ENGINE

Accessories belt 11A-1 17A IGNITION

12A FUEL MIXTURE 17B PETROL INJECTION

Specifications 12A-1 General information 17B-1

19A COOLING SYSTEM

19D ENGINE MOUNTING

Refer to manual: Mot. K4M.

a) Topping up to the maximum level

Check visually using the dipstick.

c) Topping up to the maximum level

Check visually using the dipstick.

Top up to the maximum level.

d) Measurement of oil consumption

Quantity of oil added (in litres)

The oil pressure should be checked when the engine

Contents of kit Mot. 836-05.

Connect the pressure gauge in place of the oil

Mounting nut for rubber engine mounting

Shock absorber base bolts 18

Brake calliper mounting bolt 4

Steering shaft yoke mounting bolt 3

Put the vehicle on a two-post lift.

NOTE: inspect the vacuum outlet going from the inlet

NOTE: plugs must be fitted onto the hoses and

the connector on the canister,

Unclip the power assisted steering reservoir.

the nut and the eccentric bolt of the steering shaft

In order to eliminate any risk of damaging the

REMINDER: in this case, only qualified

Remove the suspended engine mounting cover.

Remove: Remove the sub-frame mounting bolts and take out

NOTE: for any operation requiring the engine, gearbox

the tie-rods (3),

The alignment of the sub-frame with the body shell is

Tighten the sub-frame mounting bolts to a torque of:

Refit in the reverse order to removal.

Fit the heat shields correctly.

Fit the mounting bolts to the callipers using

Press the brake pedal several times to bring the

Perform the following operations:

the lower ball joint mountings as well as the steering

Steering shaft yoke mounting bolt 3

Engine tie-bar bolt 6.2

Put the vehicle on a two-post lift.

Disconnect the battery.

Drain the engine.

In order to eliminate any risk of damaging the

REMINDER: in this case, only qualified

Apply RHODORSEAL 5661 at (A) (on either side of

Refit the sump with a new seal and pre-tighten to a

For refitting the accessories belt, refer to Section 11A

Refit in the reverse order to removal.

Disconnect the battery.

With air conditioning

Pivot the automatic belt tensioner in the direction