TECHNICAL TRAINING

DELPHI C6 HDi INJECTION

SYSTEM FOR
DV4TED ENGINE

DOCUMENT REF N°: 1.6.372 July 2002

DEALER QUALITY
DEVELOPMENT DIVISION
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NOTE TO READERS
This document contains information of a confidential nature.
It is therefore strictly reserved for the use of CITROËN trainers and may not
be distributed to people outside the relevant departments.

2
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BROCHURE SUMMARY

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4

ENGINE

The aim of this brochure is to define the composition and operation of the DELPHI C6
HDI diesel engine management system for the DV4TED4 engine.

This device consists of an ECU which analyses the information from the various
sensors and then controls the injectors at the right moment. It is also responsible for
controlling a pressure regulator and the exhaust gas recycling electrovalve.

The following subjects will be dealt with in this document:

− General details and presentation of the system,

− Description, composition and operation of the components of the various

functions or of the functions themselves,

− Description of the various operating phases,

− Maintenance advice,

− The electrical circuit,

− The diagnostic system.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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CONTENTS

SECTION 1: GENERAL DETAILS: HDI INJECTION SYSTEM .................. 1

I- INTRODUCTION ..................................................................................................1

II - INJECTION PRINCIPLE .......................................................................................4

III - SYSTEM VARIATIONS.........................................................................................5

IV - SAFETY INSTRUCTIONS DURING REPAIRS .....................................................5

SECTION 2: GENERAL LAYOUT: HDI INJECTION SYSTEM ................... 7

SECTION 3: FUNCTION: FUEL SUPPLY ................................................. 11

I- DIAGRAM ........................................................................................................... 11

II - FUEL TANK ........................................................................................................ 13

III - FUEL FILTER ..................................................................................................... 15

IV - FUEL HEATER ................................................................................................... 16

V- FUEL HIGH PRESSURE PUMP ......................................................................... 17

VI - TRANSFER PUMP (PRE-SUPPLY) .................................................................... 19

VII - FLOW REGULATOR .......................................................................................... 20

VIII - FUEL HIGH PRESSURE INJECTION RAIL.......................................................... 21

IX - INJECTORS (1131, 1132, 1133, 1134) ............................................................... 22

X- VENTURI UNIT................................................................................................... 23

XI - FUEL COOLER................................................................................................... 23

SECTION 4: AIR SUPPLY FUNCTION...................................................... 25

I- DIAGRAM ........................................................................................................... 25

II - VARIABLE GEOMETRY TURBOCHARGER ...................................................... 27

III - AIR/AIR HEAT EXCHANGER ............................................................................. 31

IV - INLET MANIFOLD PRESSURE SENSOR (1312) ............................................... 31

V- AIR FLOWMETER (1310)................................................................................... 33

VI - ATMOSPHERIC PRESSURE SENSOR (1320)................................................... 35

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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CONTENTS

SECTION 5: EXHAUST GAS RECYCLING FUNCTION ........................... 37

I- DIAGRAM ...........................................................................................................37

II - VACUUM PUMP .................................................................................................39

III - VACUUM RESERVOIR.......................................................................................40

IV - TURBOCHARGING PRESSURE REGULATION ELECTROVALVE (1233).........41

V- RECYCLING REGULATION ELECTROVALVE (EGR) (1253).............................43

VI - EXHAUST GAS RECYCLING VALVE (EGR) ......................................................45

VII - CATALYTIC CONVERTER .................................................................................46

SECTION 6: INJECTION FUNCTION ........................................................ 47

I- FUEL HIGH PRESSURE PUMP..........................................................................47

II - HYDRAULIC CIRCUIT ........................................................................................49

III - TRANSFER PUMP (DISPLACEMENT TYPE) .....................................................50

IV - FLOW REGULATOR (I.M.V)...............................................................................51

V- FUEL HIGH PRESSURE INJECTION RAIL ........................................................54

VI - INJECTORS (1131, 1132, 1133, 1134)................................................................55

VII - BATTERY (BB00)...................................... ERROR! BOOKMARK NOT DEFINED.

VIII - DOUBLE INJECTION RELAY..................... ERROR! BOOKMARK NOT DEFINED.

IX - ACCELERATOR PEDAL SENSOR (1261) ERROR! BOOKMARK NOT DEFINED.

X- ENGINE SPEED SENSOR (1313)............. ERROR! BOOKMARK NOT DEFINED.

XI - CYLINDER REFERENCE SENSOR.......... ERROR! BOOKMARK NOT DEFINED.

XII - COOLANT TEMPERATURE SENSOR (1220)ERROR! BOOKMARK NOT DEFINED.

XIII - AIR TEMPERATURE SENSOR (1310) ....... ERROR! BOOKMARK NOT DEFINED.

XIV - FUEL TEMPERATURE SENSOR............... ERROR! BOOKMARK NOT DEFINED.

XV - FUEL HIGH PRESSURE SENSOR (1321) ERROR! BOOKMARK NOT DEFINED.

XVI - ACCELEROMETER ................................... ERROR! BOOKMARK NOT DEFINED.

XVII - VEHICLE SPEED SENSOR (1620) ........... ERROR! BOOKMARK NOT DEFINED.

XVIII - BRAKE SWITCH...................................... ERROR! BOOKMARK NOT DEFINED.

XIX - CLUTCH SWITCH...................................... ERROR! BOOKMARK NOT DEFINED.

XX - INJECTION ECU (1320)............................ ERROR! BOOKMARK NOT DEFINED.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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CONTENTS

SECTION 7: PRE-POSTHEATING FUNCTIONERROR! BOOKMARK NOT DEFINED.

I- DIAGRAM ................................................. ERROR! BOOKMARK NOT DEFINED.

II - PREHEATER PLUGS (1160) .................... ERROR! BOOKMARK NOT DEFINED.

III - PRE-POSTHEATING UNIT (1150)............ ERROR! BOOKMARK NOT DEFINED.

SECTION 8: ENGINE COOLING FUNCTIONERROR! BOOKMARK NOT DEFINED.

I- ENGINE COOLING................................... ERROR! BOOKMARK NOT DEFINED.

SECTION 9: DESCRIPTION OF THE SYSTEM OPERATING PHASESERROR! BOOKMA

I- INTRODUCTION ...................................... ERROR! BOOKMARK NOT DEFINED.

II - GENERAL DIAGRAM OF THE DIESEL INJECTION ECUERROR! BOOKMARK NOT DEFINED.

III - GENERAL OPERATION ........................... ERROR! BOOKMARK NOT DEFINED.

IV - DETERMINING THE AMOUNT OF FUEL TO INJECTERROR! BOOKMARK NOT DEFINED.

V- FUEL HIGH PRESSURE REGULATION... ERROR! BOOKMARK NOT DEFINED.

VI - DETERMINING THE START OF INJECTION (ADVANCE)ERROR! BOOKMARK NOT DEFINED.

VII - DETERMINING THE INJECTION CONTROL TIME (PULSE)ERROR! BOOKMARK NOT DEFINED.

VIII - TURBOCHARGING PRESSURE REGULATIONERROR! BOOKMARK NOT DEFINED.

IX - EXHAUST GAS RECYCLING REGULATIONERROR! BOOKMARK NOT DEFINED.

X- STARTING THE ENGINE ......................... ERROR! BOOKMARK NOT DEFINED.

XI - STOPPING THE ENGINE......................... ERROR! BOOKMARK NOT DEFINED.

XII - ENGINE OPERATING SAFETY................ ERROR! BOOKMARK NOT DEFINED.

XIII - ADDITIONAL HEATING ............................. ERROR! BOOKMARK NOT DEFINED.

XIV - AIR CONDITIONING COMPRESSOR CUT-OFFERROR! BOOKMARK NOT DEFINED.

XV - ENGINE IMMOBILISER FUNCTION......... ERROR! BOOKMARK NOT DEFINED.

SECTION 10: HDI INJECTION SYSTEM MAINTENANCEERROR! BOOKMARK NOT DE

I- RECOMMENDED FUELS ......................... ERROR! BOOKMARK NOT DEFINED.

II - SAFETY INSTRUCTIONS DURING REPAIRSERROR! BOOKMARK NOT DEFINED.

III - REPLACING PARTS - OPERATIONS TO BE PERFORMEDERROR! BOOKMARK NOT DEFINED.

IV - DEACTIVATING AND PACKAGING FOR WARRANTY RETURNSERROR! BOOKMARK NOT DEFIN

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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CONTENTS

SECTION 11: WIRING DIAGRAM DELPHI/DV4TED4 INJECTIONERROR! BOOK

I- LAYOUT DIAGRAM .................................. ERROR! BOOKMARK NOT DEFINED.

II - WIRING DIAGRAM ................................... ERROR! BOOKMARK NOT DEFINED.

III - LOCATION DIAGRAM .............................. ERROR! BOOKMARK NOT DEFINED.

IV - PARTS LIST ............................................. ERROR! BOOKMARK NOT DEFINED.

SECTION 12: DIAGNOSTICS ..........ERROR! BOOKMARK NOT DEFINED.

I- TOOLING.................................................. ERROR! BOOKMARK NOT DEFINED.

II - TOOL FUNCTIONS................................... ERROR! BOOKMARK NOT DEFINED.

III - LIST OF FAULT CODES........................... ERROR! BOOKMARK NOT DEFINED.

IV - PARAMETER MEASUREMENTS ............. ERROR! BOOKMARK NOT DEFINED.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 1

GENERAL DETAILS: HDI INJECTION SYSTEM

I- INTRODUCTION

The development of the new range of DV4TED4 engines has allowed a new
powerful injection system to be incorporated.

This system satisfies the EURO 3 emissions control standard and the future
EURO 4 standard and provides driving pleasure, fuel economy and reliability.

A - POLLUTION

Fuel combustion causes the following pollutants to be given off:

• carbon dioxide (CO2),

• carbon monoxide (CO),
• unburned hydrocarbons (HC),
• nitrogen oxides (NOx),
• carbon particles.

The emissions control standards are becoming stricter and the following
changes have been introduced:

• fitting of an exhaust gas recycling device (EGR) which reduces nitrogen

oxide (NOx) levels,
• reduction in the amount of sulphur used in fuel (SO2).

Improvements to fuel have allowed oxidising catalytic converters to be fitted

on diesel vehicles.

Fitting an oxidising catalytic converter reduces the following pollutants:

• carbon monoxide (CO),

• unburned hydrocarbons (HC),
• carbon particles.

Note: EGR: exhaust gas recycling device.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 1

B - DESIGN OF THE ENGINE

Up until now, diesel engines fitted on cars have used indirect injection.
In indirect injection, the fuel is injected at a maximum pressure of 300 bars
into a combustion prechamber.
In a direct injection system, the fuel is injected directly into the top of the
pistons.
Engine efficiency is improved due to:
• better quality of the air/fuel mixture,
• reduction in thermal losses,
• direct combustion in the cylinders (no combustion prechamber).

This four cylinder engine is the first in a new "DV" family of engines.

The "DV" family of engines:

• has a general, compact design which is identical on all engines in this

family (position of the manifolds, filters, etc),
• complies with the EURO 3 standard and the future EURO 4 standard
(additional EGR valve),
• optimises internal friction in order to reduce fuel consumption,
• has overall performances which mean these engines can be used instead
of larger capacity engines,
• makes widespread use of composite materials as well as new
manufacturing processes with the aim of reducing engine weight whilst
ensuring high strength.

Comparison table

DV4TED4 DW10TD
Capacity (cm3) 1398 1527
Power 90 hp at 4000 rpm 90 hp at 4000 rpm
66 kW at 4000 rpm 66 kW at 4000 rpm
Torque 20 mdaN at 2000 rpm 20.5 mdaN at 1900 rpm
Emissions Euro 3
Euro 3
Euro 4
Weight 120 kg 154 kg

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 1

The DV4TD engine has:

• direct injection turbocharged by a turbocharger with heat exchanger,

• 4 in-line cylinders, 16 valves with overhead camshaft, driven by a

synchronous belt,

• valves controlled by roller valve rockers and hydraulic tappets,

• an aluminium cylinder block and main bearing housing,

• an exhaust manifold located in the front part of the engine,

• an inlet manifold incorporated into the cylinder head cover,

• a water pump driven by the timing belt,

• an EW type duo-centric oil pump,

• a "bell" shaped oil filter with paper filter element,

• a DELPHI C6 HDi injection system with high pressure pump driven by the
timing belt,

• a catalytic converter mounted directly on the turbocharger outlet,

• an exhaust gas recycling device (EGR).

C - INJECTION SYSTEM

In a normal direct injection engine (such as the DJ5 TED engine), injecting the
fuel directly into the top of the piston improves engine efficiency (thermal
losses are reduced).

This injection is performed by a rotary distributor driven mechanically by the

engine.

The injection pressure at the pump outlet cannot exceed 300 - 400 bars at idle
speed and 900 bars at high engine speed.

Given the inherent problems (lack of flexibility and combustion noise), direct
injection was not used on our cars.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 1

II - INJECTION PRINCIPLE

This device, developed in collaboration with DELPHI, is used to determine an

ideal injection strategy.

Injection occurs at a very high pressure through an injection rail common to the
electrohydraulic injectors (hence the name COMMON RAIL).

The common injection rail is maintained at a very high pressure.

The injection pressure may reach 1600 bars at high engine speed.

An ECU uses many parameters:

• engine speed,

• coolant temperature,

• air temperature,

• fuel temperature and pressure,

• atmospheric pressure,

• accelerator pedal position.

The injection ECU:

• works out the injection duration from the fuel pressure,

• controls a pre-injection if necessary (to reduce combustion noise) and the main
injection,

• controls the fuel flow injected by the injectors.

Advantages of electronic system management:

• increase in engine efficiency,

• reduction in pollutant emissions (CO2, CO, HC and carbon particles).

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 1

III - SYSTEM VARIATIONS

Variations will be made available progressively.

IV - SAFETY INSTRUCTIONS DURING REPAIRS

Note: The safety instructions are given in a procedure in the mechanical binder of
the vehicle in question.

Due to the very high pressures in the high pressure fuel circuit (1600 bars), it is
essential to comply with the following instructions:

• do not work on the high pressure fuel circuit when the engine is running,

• after switching off the engine, wait for 30 seconds before starting any work.

Note: Allow sufficient time for the pressure in the high pressure fuel circuit to
return to atmospheric pressure.

Engine running:

• always remain out of the range of a possible fuel jet which can cause serious
injuries,

• never place your hand near to a leak in the high pressure fuel circuit.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 1

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 2

GENERAL LAYOUT: HDI INJECTION SYSTEM

21
19-20 18
22 23

28

27 5 7
24 29 38
25 26
6

4
14
8

3 58

59
30
16 15 2
13
60
12

17 39 41
40

31
9 48 50 1

10
46 32
33

49 51 34

52 53 54 35
47

ECO
56
36
O S
AUT

min
PG H
HM MP
MP /h
km
AIR
G x
BA ma
les

57
mi
0
l/10
/h
km

44 55
45 90
120

60
C°

37
43 42 C6001P

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 2

Parts list
1 - Injection ECU
2 - Engine speed sensor
3 - Cylinder reference sensor
4 - Injection rail high pressure sensor
5 - High pressure rail
6 - Flow regulator
7 - High pressure fuel pump (incorporates the transfer pump)
8 - Injectors
9 - Fuel tank
10 - Fuel level sensor
12 - Diesel electric heater
13 - Diesel filter
14 - Priming pump (manual)
15 - Connection
16 - Fuel temperature sensor
17 - Fuel cooler
18 - Air filter
19 - Flowmeter
20 - Air temperature sensor
21 - Inlet air pressure sensor
22 - Turbocharger
23 - Catalytic converter
24 - EGR valve
25 - EGR electrovalve
26 - Turbocharging pressure regulation electrovalve
27 - Turbocharging pressure regulation diaphragm
28 - Vacuum pump
29 - Vacuum reservoir
30 - Engine temperature sensor
31 - Accelerator pedal sensor
32 - Clutch switch
33 - Secondary brake switch (for cruise control)
34 - Diag socket
35 - Pressostat
36 - Vehicle speed sensor (depending on model)
37 - Battery
38 - Fan
39 - Compressor

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 2

40 - Main brake switch

41 - Alternator
42 - Pre-heating LED
43 - Engine temperature gauge
44 - Temperature warning
45 - Diagnostic LED
46 - Air conditioning ECU
47 - MFS → consumption information warning message
48 - BSI
49 - Airbag → injection cut-off info
50 - ABS (depending on equipment)
51 - COM 2000 (cruise control)
52 - Transponder aerial
53 - Ignition key
54 - Engine relay unit
55 - Additional heating relay unit
56 - Additional heating resistor
57 - Heating unit
58 - Pre-heating unit
59 - Pre-heater plugs

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 2

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

FUNCTION: FUEL SUPPLY

I- DIAGRAM

4
3 5 6 7 8
2

10

13

1 11

16
12

C6003P

14

A
15 B
C

Key:
A - Tank return circuit
B - Fuel low pressure circuit (vacuum)
C - Fuel high pressure circuit

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

Parts list
1 - Fuel filter + water in fuel separator
2 - Transfer pump (pre-supply)
3 - Fuel high pressure pump
4 - Low pressure actuator
5 - Diesel injector (electrohydraulic)
6 - Diesel injector (electrohydraulic)
7 - Diesel injector (electrohydraulic)
8 - Diesel injector (electrohydraulic)
9 - High pressure fuel sensor
10 - Fuel high pressure common injection rail
11 - Fuel temperature sensor
12 - Venturi unit
13 - Manual fuel priming pump
14 - Fuel cooler
15 - Fuel tank
16 - Fuel heater (electric)

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

II - FUEL TANK

The fuel tank is the same as on normal petrol versions (for CITROËN C3).

Capacity: 45 litres – Single piece fuel tank and filler neck.

Sender unit

175.6
175.6 mm

13.5 mm
13.5
SID034D

Electrical features:

Allocation of connectors: 1=
2=
3=
4=
5 = sender (-)
6 = sender (+)

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

Resistances depending on float position.

Float height Resistance

(± 2 mm) (± 5 Ω )
Tank full 175.6 mm 50 Ω
147.7 mm 100 Ω
1198 mm 150 Ω
91.7 mm 200 Ω
64.2 mm 250 Ω
38.2 mm 300 Ω
Tank empty 13.5 mm 350 Ω

The sender unit does not have a low pressure pump. It is located on the fuel tank.

Reference = Coloured arrow on the top of the sender unit = light green

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

III - FUEL FILTER

Supplier: MAHLE

A - ROLE

The fuel filter is used to:

• filter the fuel,

• separate water,

• heat the fuel (electric).

B - DESCRIPTION

C6004C

1 - Diesel filter
2 - Electric diesel heater
3 - Diesel inlet
4 - Diesel outlet

• Filtration bowl with water detector (depending on country).

• Recirculation valve: 25°C ± 5° (closed), 15°C ± 5° (open ).

Fuel filter replacement frequency: every 40,000 miles (60,000 km).

Fuel filter bleed frequency: every 12,000 miles (20,000 km).

Note: The high pressure and low pressure circuits are bled automatically
after replacing the fuel filter.

The fuel filter must be replaced as a whole unit.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

IV - FUEL HEATER

A - ROLE

The fuel heater (2) raises the fuel to its usage temperature.

Note: The fuel is heated by recirculating the diesel and/or by the fuel heater.

B - DESCRIPTION

The fuel heater (2) heats up the fuel from the fuel tank.

The fuel heater consists of resistors incorporated into the fuel filter.

The fuel flows around the resistor.

This route provides optimum heat distribution.

The temperature is regulated by a thermostat.

C - LOCATION

On the fuel filter housing

C6005C

D - ELECTRICAL FEATURES

Allocation of connector channels:

• Channel 1: 12 V (+ ignition on),

• Channel 2: earth.

Power: 150 W.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

V- FUEL HIGH PRESSURE PUMP

2
1

C6006C

1 - High pressure pump

2 - Flow regulator (IMV)

Type: Uses the cam and radial piston concept from the DPC and EPIC rotary
pumps.
Role of the DELPHI fuel high pressure pump:

• to pump the fuel from the tank (transfer pump),

• to provide the fuel high pressure,

• to supply the injectors through the high pressure common injection rail.

Note: Unused fuel is returned to the fuel tank (through the fuel cooler).

Note: The high pressure pump needs to be set after adjusting the timing.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

The fuel high pressure varies between 220 and 1600 bars.

A high pressure limiter is incorporated into the pump.

When the engine is started, the pressure supplied by the pump reaches 200 bars
after 1.5 engine revolutions.

4 2

C6018D

1 - High pressure pump

2 - Flow regulator (IMV)
3 - Diesel return
4 - Diesel supply

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

VI - TRANSFER PUMP (pre-supply)

A - ROLE

The transfer pump pumps fuel from the tank and supplies the high pressure
pump.

B - DESCRIPTION

The transfer pump is a displacement pump with 4 vanes. A pressure limiter is

fitted in a branch circuit at the transfer pump outlet which directs the fuel to
the suction side of the transfer pump (regulation pressure = 6 bars)

Warning: It is forbidden to repair the high pressure fuel pump.

C - LOCATION

Incorporated into the high pressure pump.

D - SPECIFICATIONS

Volume supplied = 5.6 cm3/rev

Flow = 90 l/h at 300 rpm

650 l/h at 2500 rpm

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

VII - FLOW REGULATOR

Also called the I.M.V (Inlet Metering Valve).

A - ROLE

The fuel flow regulator is used to regulate the rail pressure by metering the
fuel flow let in by the high pressure pump. This allows the correct amount of
fuel to be let in.

In addition, the fuel flow regulator can reduce the drive power of the transfer
pump unlike the BOSCH EDC 15C2 system where the transfer pump always
supplies the same amount of fuel.

The efficiency of the injection system is therefore improved and the

temperature of the fuel in the tank reduced.

B - LOCATION

On the high pressure pump.

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Section 3

VIII - FUEL HIGH PRESSURE INJECTION RAIL

A - ROLE

The high pressure injection rail located between the high pressure pump and
the injectors is used to:

• store the amount of fuel required by the engine regardless of operating

phase,
• damp the pulses created during injection,
• connect the components of the high pressure circuit.

Components connected to the high pressure injection rail:

• fuel high pressure supply pipe,

• injector supply pipes,
• fuel high pressure sensor.

IMPORTANT: Use the correct tightening torques for the components of

the fuel high pressure circuit (injectors, fuel high pressure
sensor, high pressure pipes).

B - DESCRIPTION

C6007C

1 - High pressure rail

2 - High pressure sensor

Note: The high pressure injection rail is made from welded steel.

The volume of the high pressure injection rail is adapted to engine capacity.

C - LOCATION

Mounted on the engine block.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

IX - INJECTORS (1131, 1132, 1133, 1134)

C6008C

The injectors are controlled electrically by the injection ECU.

The injectors consist of two parts:

• an electrical control part,

• a fuel spraying part.

The injectors:

• inject the fuel required for the engine to operate,

• have 6 holes to promote air/fuel mixing.

The amount of fuel injected depends on the following parameters:

• duration of the electrical control (injection ECU),

• injector opening speed,
• injector hydraulic flow (number of holes and diameter),
• fuel pressure in the fuel high pressure injection rail.

The fuel can be injected in the following phases:

• pre-injection,
• main injection.

The injectors are connected together by the return circuit.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

X- VENTURI UNIT

A - ROLE

The role of the Venturi unit is to supply a vacuum of around

–300 mbar in the injector return circuit. This vacuum is required to ensure the
injector valves operate correctly to guarantee optimum injection system
performance.

B - DESCRIPTION

The Venturi unit incorporates the fuel temperature sensor.

C - LOCATION

On the engine and connected to the diesel return circuit.

XI - FUEL COOLER

A - ROLE

The high pressure pump throttles the fuel from the transfer pump, causing the
fuel temperature to rise.

The fuel cooler cools the fuel as it returns to the fuel tank.

B - DESCRIPTION

The fuel cooler consists of a metal coil which promotes heat exchange
between the fuel and the air.

C - LOCATION

The fuel cooler is located under the body.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 3

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 4

AIR SUPPLY FUNCTION

I- DIAGRAM

18

1 2
8

6
7

17

16

A
C6009P
B

15 14 13 12 11 10

Air circulation (in the direction of the arrows).

A - Air.
B - Exhaust gas + air.
C - Exhaust gas

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 4

Parts list
1 - Injection ECU
2 - Exhaust gas recycling regulation electrovalve (EGR)
3 - Vacuum pump
4 - Turbo pressure regulation electrovalve
5 - Exhaust gas recycling valve (EGR)
6 - Air inlet manifold
7 - Exhaust gas manifold
8 - Vacuum reservoir
9 - Regulating valve control pneumatic capsule (on the turbocharger)
10 - Catalytic converter
11 - Turbocharger
12 - Air flowmeter + air temperature sensor
13 - Air filter
14 - Inlet manifold pressure sensor
15 - Air/air heat exchanger
16 - Atmospheric pressure sensor (incorporated into the injection ECU)

Note: EGR: exhaust gas recycling.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 4

II - VARIABLE GEOMETRY TURBOCHARGER

A - ROLE
The turbocharger is used to turbocharge the air entering the engine.
The variable geometry turbocharger is used to:
• increase the speed of the exhaust gases which hit the turbine at low engine
speeds,
• reduce the speed of the exhaust gases which hit the turbine at high engine
speeds,
• adjust the turbine to the variation in exhaust gas flow.

B - DESCRIPTION
2
Make: IHI
1
Type: RHF 3V

RHF: Supplier type

3: Turbo size index (small capacity)

V: Variable geometry
C6017C

1- Variable geometry turbocharger

2- Vacuum capsule (control diaphragm)
3- Pressure regulation control mechanism
4- End stop
1

4
C6040D

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE

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Section 4

The turbocharger has two separate chambers.

One is linked to the engine exhaust circuit and the other to the inlet circuit.
A turbine and a compressor are connected by means of a shaft.
The turbine, which is operated by the exhaust gases, drives the compressor
which then compresses the inlet air.
Note: Turbocharger lubrication: the very high speeds of the moving parts
and the high temperatures to be dissipated require careful lubrication.
The pressurised oil required for this purpose is taken from the engine's oil
circuit.

IMPORTANT: Before switching off the engine, it is essential to let the

engine return to idle speed. Failure to comply with this will
eventually destroy the turbocharger (lack of lubrication).

The turbocharging pressure is regulated by the electrovalve which is

controlled using an OCR by the ECU.
This electrovalve acts on the pressure regulating control diaphragm located
on the turbocharger. The turbocharging pressure varies from 0 - 1200 mbar
(relative).
Operation:

3
6

8
a

4
5
b

7 C6041D

Warning: No adjustments are authorised on the stop screw (8) and the
control mechanism.

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Section 4

a - Exhaust gas inlet

b - Exhaust gas outlet
2 - Exhaust turbine
3 - Regulation control mechanism
4 - Moving drive plate
5 - Guide plate
6 - Moving vanes
7 - Reduction gear
8 - Max-min control mechanism stop screw
9 - Control mechanism

At low engine speed:

The gas flow passing through the exhaust turbine (2) is low.

To increase the turbocharging pressure, the energy converted in the turbine

must be at a maximum.

The exhaust gas must therefore pass through a small cross section in order to
speed up the gas in the turbine (2).

The vanes (6) are in the small opening position.

Max OCR = small opening.

C6042C

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Section 4

At high engine speed

Turbocharging pressure regulation: the energy of the exhaust gas is

controlled by altering the speed with which the gas (a) enters the exhaust
turbine (2) by adjusting the position of the vanes (6).

All of the exhaust gas passes through the exhaust turbine (2).

Min OCR = large opening

Maximum cross section.

a
6

C6043C

Intermediate position:

α: tilt angle of the vanes between the max and min positions

1: Max opening

2: Min opening

α
1

C6044C

Note: At rest, the vanes are held in the large opening position by a return
spring incorporated into the control diaphragm.

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Section 4

III - AIR/AIR HEAT EXCHANGER

A - ROLE

To cool the air let into the cylinders and thus increase the density of the air in
the cylinders.

Increasing the density of the inlet air improves engine performance.

B - LOCATION

In the engine compartment, next to the radiator.

C6012C

IV - INLET MANIFOLD PRESSURE SENSOR (1312)

A - ROLE

The sensor is used to determine the air pressure in the inlet manifold.

Role of the injection ECU depending on the information received:

• to regulate the turbocharging pressure (*),

• to regulate the fuel high pressure,

• to regulate the injection duration (fuel flow).

(*) controlled turbocharger (injection ECU + electrovalve)

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Section 4

B - DESCRIPTION

C6013D

C - AIR INLET

The sensor is connected to the air inlet circuit on the air/air heat exchanger.

The sensor is of piezo-electric type.

It consists of strain gauges.

The pressure sensor supplies a voltage proportional to the air pressure in the
inlet manifold.

D - ELECTRICAL FEATURES

Allocation of connector channels:

• channel 1: 5 V,

• channel 2: earth,

• channel 3: signal.

Pressure of 1.3 bar: output voltage = 1 V

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Section 4

V- AIR FLOWMETER (1310)

A - ROLE

The air flowmeter measures the air flow let into the engine.
Role of the injection ECU depending on the information received:

• to determine the exhaust gas recycling rate,

• to limit the formation of smoke during transitory phases (acceleration,

deceleration) by correcting the fuel flow.

B - DESCRIPTION

1- Electrical connector
Protective grille
2- Hot film
Air temperature sensor

The air flowmeter consists of the following components:

• a metal plate (hot film) which determines the amount of air entering the air
circuit,

• the air temperature sensor.

The metal plate is very thin.

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Section 4

The metal plate consists of:

• a heating resistor,

• a measuring resistor.

The injection ECU provides the current to the heating resistor so as to keep
the metal plate at a fixed temperature.

The air passing through the flowmeter cools the metal plate: the measuring
resistor (NTC) varies.

The ECU associates the value of the measuring resistor to an air flow.

IMPORTANT: Do not touch the metal plate. The use of an air blower is
forbidden.

C - ELECTRICAL FEATURES

Allocation of connector channels:

• channel 1: air temperature information

• channel 2: earth
• channel 3: reference voltage
• channel 4: battery voltage
• channel 5: air flow information
1 2 3 4 5

C6015C

D - LOCATION

The air flowmeter is located between the air filter and the turbocharger.

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Section 4

VI - ATMOSPHERIC PRESSURE SENSOR (1320)

A - ROLE

This sensor measures the atmospheric pressure.

Role of the injection ECU depending on the information received:

• to determine the density of the air,

• to prevent recycling when driving at altitude.

Note: Air density decreases with altitude.

B - DESCRIPTION

The sensor is of piezo-electric type.

It consists of strain gauges. The sensor supplies a voltage proportional to

atmospheric pressure.

C - LOCATION

SID012C
1

The atmospheric pressure sensor (1) is incorporated into the injection ECU.

Warning: The sensor cannot be removed from the ECU.

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Section 4

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Section 5

EXHAUST GAS RECYCLING FUNCTION

I- DIAGRAM

18

1 2
8

6
7

17

16

A
C6009P
B

15 14 13 12 11 10

Air circulation (in the direction of the arrows).

A - Air.
B - Exhaust gas + air.
C - Exhaust gas

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Section 5

Parts list
1 - Injection ECU
2 - Exhaust gas recycling regulation electrovalve (EGR)
3 - Vacuum pump
4 - Turbo pressure regulation electrovalve
5 - Exhaust gas recycling valve (EGR)
6 - Air inlet manifold
7 - Exhaust gas manifold
8 - Vacuum reservoir
9 - Regulating valve control pneumatic capsule (on the turbocharger)
10 - Catalytic converter
11 - Turbocharger
12 - Air flowmeter + air temperature sensor
13 - Air filter
14 - Inlet manifold pressure sensor
15 - Air/air heat exchanger
16 - Atmospheric pressure sensor (incorporated into the injection ECU)

Note: EGR: exhaust gas recycling.

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Section 5

II - VACUUM PUMP

A - ROLE

To provide the vacuum required to control the following components:

• turbocharger regulation electrovalve control capsule,

• exhaust gas recycling regulation electrovalve control capsule,

• brake servo.

B - DESCRIPTION

The vane vacuum pump is driven by the camshaft.

SID013D

A safety valve (1) incorporated into the pump isolates the brake vacuum
circuit when the engine is off.

The safety valve maintains:

• a vacuum reserve in the brake servo,

• braking assistance for a few presses on the brake pedal.

C - LOCATION

On the cylinder head on the end of the camshaft on the gearbox side.

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Section 5

III - VACUUM RESERVOIR

A - ROLE

The vacuum reservoir is used to maintain sufficient braking assistance if the

following components are controlled at the same time:

• EGR valve control capsule,

• turbocharger control capsule.

B - DESCRIPTION

C6016D
5
b
c
1
a

1 - Vacuum reservoir
2 - Turbocharger control electrovalve
3 - Turbocharger (variable geometry)
4 - EGR control electrovalve
5 - EGR valve
a - Vacuum pump vacuum inlet
b - EGR valve control outlet
c - Turbocharger control outlet

C - LOCATION

The vacuum reservoir is located in the engine compartment near to the brake
servo (depending on version).

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Section 5

IV - TURBOCHARGING PRESSURE REGULATION ELECTROVALVE (1233)

Relates to: vehicles on which the turbocharging pressure is controlled by the

injection ECU.

A - ROLE

To control the turbocharging pressure regulation device (variable geometry

turbocharger).

The turbocharging pressure regulation electrovalve is used to:

• regulate the turbocharging pressure,

• limit the turbocharging pressure.

Turbocharging pressure regulation is:

• progressive,

• controlled by a cartographic map (injection ECU).

B - DESCRIPTION

d
f
e 21

HDI016C

g d e

d - "Usage" outlet
e - Vacuum inlet (vacuum pump)
f- White mark
g - Atmospheric pressure inlet
21 - Electrical connector

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Section 5

This is a proportional electrovalve controlled with an OCR voltage which is

connected to:

• atmospheric pressure,

• the vacuum supplied by the vacuum pump.

The pressure supplied by the electrovalve is between atmospheric pressure

and the vacuum from the vacuum pump.

C - ELECTRICAL FEATURES

Control: injection ECU (earth).

Control type: variable voltage (OCR).

Full supply (maximum OCR): maximum vacuum.

No supply (minimum OCR): no vacuum (atmospheric pressure).

The control OCR varies from 5 to 92% and depends on engine load and
speed.

OCR = 5% ⇒ Large opening

OCR = 92% ⇒ Small opening

D - LOCATION

The electrovalve is located in the engine compartment on a support mounted

on the engine.

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Section 5

V- RECYCLING REGULATION ELECTROVALVE (EGR) (1253)

A - ROLE

To control the opening of the exhaust gas recycling valve (EGR)

B - DESCRIPTION

d
f
e 23

HDI019C

g d e

d- "Usage" outlet
e- Vacuum inlet (vacuum pump)
f- White mark
g- Atmospheric pressure inlet
23 - Electrical connector

This is a proportional electrovalve controlled with an OCR voltage which

connects the vacuum pump and the exhaust gas recycling valve capsule
(EGR valve).

The pressure supplied by the electrovalve is between atmospheric pressure

and the vacuum from the vacuum pump.

The exhaust gas is recycled when the electrovalve is energised. Exhaust gas
recycling is:

• progressive,
• controlled by a cartographic map (injection ECU).

The electrovalve is connected to:

• atmospheric pressure,
• the vacuum supplied by the vacuum pump.

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Section 5

C - ELECTRICAL FEATURES

Control: injection ECU (earth).

Control type: variable voltage (OCR).

Full supply: maximum vacuum.

No supply: no vacuum (atmospheric pressure).

Resistance at 25°C: 5 ohms.

D - LOCATION

The electrovalve is located on the engine.

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Section 5

VI - EXHAUST GAS RECYCLING VALVE (EGR)

A - ROLE
To control the amount of exhaust gas recycled.
The EGR device is used to reduce the amount of nitrogen oxide (NOx)
emitted by the exhaust.
Nitrogen oxide levels are reduced by diverting part of the exhaust gas into the
cylinders.
The recycling phases are memorised in cartographic maps in the injection
ECU.

B - DESCRIPTION

i
h

HDI021C

h - Vacuum inlet (recycling regulation electrovalve)

i - Pneumatic control capsule
4 - Recycling valve
Warning: The recycling valve is closed when it is not controlled
pneumatically (vacuum).
When the pneumatic control capsule is supplied with a vacuum by the
recycling regulation electrovalve:

• the recycling valve opens,

• part of the exhaust gas is absorbed by the engine (air inlet manifold).

C - LOCATION
The recycling valve is located on the exhaust manifold.

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Section 5

VII - CATALYTIC CONVERTER

The catalytic converter (located in the exhaust system) reduces the amount of the
following pollutant emissions released into the atmosphere:

• carbon monoxide (CO),

• unburned hydrocarbons (HC).

This is a two-way catalytic converter.

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Section 12

INJECTION FUNCTION

I- FUEL HIGH PRESSURE PUMP

The high pressure pump incorporates the following components:
• the transfer pump,
• the fuel flow regulator,

A - ROLE
The fuel high pressure pump draws in fuel from the fuel tank.
• It supplies the fuel high pressure,
• It supplies the injectors with fuel through the high pressure injection rail.

B - DESCRIPTION
4 2

C6018D

1 - High pressure pump

2 - Flow regulator
3 - Diesel return
4 - Diesel supply

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Section 12

C6020D

2 3

1 - Pump body
2 - Transfer pump
3 - Delivery valve
4 - Fuel suction valve
5 - High pressure pump
DELPHI pump.
The fuel high pressure varies between 200 and 1600 bars.
The high pressure pump uses the cam and radial piston concept from the
DPC and EPIC rotary pumps.

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Section 12

II - HYDRAULIC CIRCUIT

2 3 5

HP outlet
Pum p inlet to rail

Housing 6
cavity

Injector leakage
1 4 return 7
C6019D

1 - Transfer pump
2 - Transfer pressure regulator
3 - Flow regulator (IMV)
4 - Calibrated orifice for lubrication
5 - High pressure pump
6 - Safety valve
7 - Venturi (outside pump)

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Section 12

III - TRANSFER PUMP (DISPLACEMENT TYPE)

The transfer pump (1) draws in the fuel and delivers it to the following
components:
→ Lubrication orifice (4).
→ Fuel flow regulator (3).
• The regulation valve (2) is used to maintain an almost constant transfer
pressure. The valve is incorporated into the high pressure pump.
P
(bar)

10
8
6
4
2
0 C6021D
500 1000 1500 2000 2500
Pump speed
(rpm)
pompe

The transfer pump consists of four vanes positioned at 90°.

C6045D

1 - Pump body
2 - Stator
3 - Vane
4 - Rotor

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Section 12

IV - FLOW REGULATOR (I.M.V)

IMV = Inlet Metering Valve
The fuel flow regulator is used to regulate the rail pressure by metering the fuel
flow let in by the high pressure pump.
3 10 8
a

C6022D

a
11 12 9

a - Inlet (transfer pump)

b - Outlet (high pressure pump)
• When the fuel flow regulator (3) is not energised: the piston (8) is held at the
bottom of its housing by the spring (9). The connection between the 2 pipes is
open.
The fuel is directed towards the high pressure stage of the HP pump (2).
• When the fuel flow regulator (3) is energised, the coil (10) of the fuel flow
regulator drives the magnetic core (11). The piston (12) moves and the
connection between the 2 pipes is closed.
The inlet to the high pressure stage of the high pressure pump is closed.

Spring b
Electromagnetic
force

C6046D

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Section 12

The flow regulator meters the amount of fuel so that the pressure measured by
the HP sensor is equal to the pressure demanded by the ECU.

Flow (l/h)
250
Current flow law

200

150

100

50

0
C6023D
0 200 400 600 800 1000 1200
I max = 1A Current (mA)

Electrical features

The inlet to the fuel high pressure pump is open when the fuel flow regulator is not
controlled electrically.

Unlike other systems, the regulator cannot be used as a safety device.

It is controlled by being earthed by the injection ECU and is controlled with an

Open Cycle Ratio (OCR).

Max voltage: (OCR = 30%) = min fuel flow

Min voltage: (OCR = 25%) = max fuel flow

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Section 12

A - CREATING THE HIGH PRESSURE

3 4

C6024D

1- Pump body
2- Cam
3- Roller
4- Plunger pistons
5- Delivery valve
The fuel high pressure pump shaft contains one cam (2).
The plunger pistons are supplied with fuel by the low pressure circuit inside
the pump. There are 3 pistons.
1 - Inlet
During the filling phase, the rollers (3) are held against the cam (2) by two
helical springs.
The transfer pressure is sufficient to open the inlet valve and separate the
plunger pistons (4). The dead space between the two pistons is filled.
2 - Delivery
When the diametrically opposite rollers rise up at the same time, the
pistons are pushed against each other.
The pressure in the chamber increases, the inlet valve closes and when
the pump pressure becomes greater than the rail pressure, the delivery
valve (5) opens. The pressurised diesel is delivered to the rail. For safety
reasons, the pump is fitted with a high pressure limiter.
3 - Lubrication and cooling
The pump is cooled and lubricated by the circulating fuel which has a
minimum flow of 50 l/h.

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Section 12

V- FUEL HIGH PRESSURE INJECTION RAIL

A - ROLE

The fuel high pressure injection rail acts as a fuel accumulator.

Fuel is available for all injectors.

B - DESCRIPTION

Components connected to the high pressure injection rail:

• fuel high pressure supply pipe,

• injector supply pipes,

• fuel high pressure sensor.

The volume of the high pressure injection rail is adapted to engine capacity.

IMPORTANT: Use the correct tightening torques for the following fuel
high pressure components, using a regularly checked
torque wrench.

• Diesel injectors,

• High pressure sensor,

• High pressure pipe.

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Section 12

VI - INJECTORS (1131, 1132, 1133, 1134)

A - ROLE
The injectors release the high pressure fuel required for the engine to
operate.
Fuel is injected directly into the top of the piston.
The fuel can be injected in the following phases:
• pre-injection,
• main injection.

B - DESCRIPTION

5
1 - Injector holder
2 - Connector
4 3 - Identification
4 - Diesel return
5 - Filter
3 2
6 - Solenoid
7 - Valve
8 - Valve spring
9 - Spacer
10 - Injector nozzle
11 - Injector needle spring
12 - Injector needle
13 - Control chamber
14 - Nut

6 8

13 9

11 14

12 10

C6027P

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Section 12

The electromagnetic control element is located in the upper part of the diesel
injector.

Note: The injectors are adapted to the engine version with 6 holes of φ 0.15
mm.

IMPORTANT: Do not handle the injector by the upper nut (14) (injector will
be damaged).

Note: The laminar filter does not require any maintenance.

The amount of fuel injected depends on:

• the injector opening speed (number and diameter of the holes),

• the duration of the electrical control (injection ECU),
• the fuel pressure in the fuel high pressure injection rail.

The maximum injection pressure is around 1600 bars.

The forces to be overcome to lift the injector needle are therefore very high. It
is therefore impossible to control the injector needle directly with an
electromagnetic actuator (very high current, response time too long, etc).

The injector needle is therefore controlled indirectly via a valve which is

responsible for pressurising and depressurising the control chamber.

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Section 12

The valve:

17 7

7 - Valve
15 - Vacuum volume
16 - Discharge orifice
17 - High pressure volume

C6028C

16 15

To ensure a minimum response time and energy consumption:

• the valve must have a very small stroke,

• a minimum amount of force must be required to move it.

This means that the valve must be in hydraulic equilibrium in the closed
position. Only a spring (8) (weak) ensures the valve is touching its seat.

To lift the valve, only the force of the spring has to be overcome (8).

The spacer:

18 19

13- Control chamber

18 - Filling orifice
19 - Discharge orifice
20 - Injection supply orifice

C6029C

20 13

The spacer incorporates the control chamber and the 3 calibrated orifices
which ensure the injector operates correctly.

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Section 12

C - OPERATING PRINCIPLE OF A DIESEL INJECTOR

A B C D E

18 19

20

C6030P

Key:
(S) - flat, upper surface area of the injector needle.
(s) - surface area of the needle located above the contact area between the
needle and its seat.
20 - Injector supply orifice
18 - Filling orifice
19 - Discharge orifice

STEPS
A Valve closed/Injector closed/No injection
B Valve open/Injector closed/Diesel injected
C Valve open/Injector open
D Valve closed/Injector closing
E Valve closed/Injector closed/No injection

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Section 12

1 - Diesel injector at rest

The valve is closed. The control chamber (13) is at rail pressure.

The needle is closed and therefore no fuel circulates through the injector
supply orifice (20).

When it is static, the jet (20) does not generate a load loss. The cone of
the needle is therefore at rail pressure.

Where:

• "S": flat, upper surface area of the injector needle.

• "s": surface area of the needle located above the contact area between
the needle and its seat.

As "S" is greater than "s", the needle is held in the closed position. There
is no injection.

2 - Controlling the injector

When the injector is energised, the valve (7) opens.

The fuel in the control chamber is evacuated through the discharge orifice
(19).

Where:

• "Ff": force exerted by the fluid on the surface area "S".

• "Fo": force exerted by the fluid on the surface area "s".

When "Ff" is greater than "Fo", the needle remains held against its seat
and there is no injection.

DELPHI C6 HDI INJECTION SYSTEM FOR DV4TED4 ENGINE