Panda 4x4 - FC Connect

Panda 4x4 - FC Connect
- Fiat Auto S.p.A.
FIAT PUNTO TRAINING OUTLINE
After Sales Training
Fiat Punto
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DOCUMENTATION MODIFICATIONS / UPDATES
Date
Referent
File name
Description of modification
© 2004 - Fiat Auto S.p.A.
All rights reserved. No part of this publication may be reproduced or disclosed in any form or by any means.
Processing the material below may not involve specific responsibilities for unintentional errors or omissions.
The information given in this publication are liable to continuous updates: Fiat Auto S.p.A. undertake no
responsibility for the consequences resulting from the use of outdated information.
This publication is issued for training purposes only.
As regards the technical information, complete and updated for servicing purposes, please refer to the
service manual and any other service information for the vehicle model concerned.
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Index
1
BRIEFING........................................................................................................................................................................ 11
1.1
1.1.1
Introduction ......................................................................................................................................................... 11
1.1.2
Market and customers.......................................................................................................................................... 12
1.2
THE VEHICLE ............................................................................................................................................................. 14
1.2.1
Style ..................................................................................................................................................................... 14
1.2.2
Dimensions .......................................................................................................................................................... 15
1.2.3
Body versions....................................................................................................................................................... 16
1.2.4
Engines ................................................................................................................................................................ 18
1.2.5
Gearbox ............................................................................................................................................................... 19
1.2.6
Range ................................................................................................................................................................... 19
1.2.7
Active safety ......................................................................................................................................................... 20
1.2.8
Passive safety....................................................................................................................................................... 20
1.2.9
Tyres and wheels.................................................................................................................................................. 22
1.2.10
Tyre repair kit ................................................................................................................................................. 23
1.2.11
Comfort ........................................................................................................................................................... 24
1.2.12
Interior comfort and room .............................................................................................................................. 24
1.2.13
Air conditioning .............................................................................................................................................. 26
1.2.14
Sunroof............................................................................................................................................................ 28
1.2.15
Audio system ................................................................................................................................................... 28
1.3
2
GENERAL FEATURES .................................................................................................................................................. 11
ACCESSORY LINE ....................................................................................................................................................... 30
1.3.1
Sporting character ............................................................................................................................................... 30
1.3.2
Comfort – utility – leisure time ............................................................................................................................ 30
1.3.3
Safety.................................................................................................................................................................... 31
TECHNICAL SPECIFICATIONS................................................................................................................................. 33
2.1
ENGINE ...................................................................................................................................................................... 33
2.1.1
Type of engine...................................................................................................................................................... 33
2.1.2
Engine data ............................................................................................................................................... 34
2.2
TIMING ANGLES ......................................................................................................................................................... 35
2.3
ENGINE CHARACTERISTIC CURVES ............................................................................................................................ 37
2.4
TRANSMISSION .......................................................................................................................................................... 41
2.5
CLUTCH ..................................................................................................................................................................... 41
2.6
GEARBOX .................................................................................................................................................................. 42
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2.7
3
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BRAKING SYSTEM ...................................................................................................................................................... 43
2.7.1
Front brakes......................................................................................................................................................... 43
2.7.2
Rear brakes .......................................................................................................................................................... 44
2.8
STEERING .................................................................................................................................................................. 44
2.9
FRONT SUSPENSIONS.................................................................................................................................................. 45
2.10
REAR SUSPENSIONS ................................................................................................................................................... 47
2.11
SUSPENSION CHARACTERISTIC ANGLES AND TRIM ..................................................................................................... 49
2.11.1
Front................................................................................................................................................................ 50
2.11.2
Rear ................................................................................................................................................................. 52
2.12
BATTERY AND ALTERNATOR ..................................................................................................................................... 54
2.13
FLUIDS AND LUBRICANTS .......................................................................................................................................... 54
2.14
VEHICLE FEATURES ................................................................................................................................................... 56
2.14.1
Dimensions ...................................................................................................................................................... 56
2.14.2
Performance .................................................................................................................................................... 57
2.14.3
Fuelling and filling.......................................................................................................................................... 57
2.14.4
Consumption.................................................................................................................................................... 58
2.14.5
Emissions......................................................................................................................................................... 58
2.14.6
Tyres................................................................................................................................................................ 58
2.14.7
Inflating pressure (bar) ................................................................................................................................... 59
1.3 MULTIJET 16V, 75 AND 90 HP ENGINES ........................................................................................................... 61
3.1
GENERAL REMARKS ................................................................................................................................................... 61
3.2
COMPONENTS ............................................................................................................................................................ 63
3.2.1
Power unit supports ............................................................................................................................................. 63
3.2.2
Engine base .......................................................................................................................................................... 65
3.2.3
Lower engine base ............................................................................................................................................... 66
3.2.4
CYLINDER HEAD ............................................................................................................................................... 68
3.2.5
Base sump and covers .......................................................................................................................................... 70
3.2.6
Oil seals on the drive shaft................................................................................................................................... 71
3.2.7
Engine flywheel .................................................................................................................................................... 71
3.2.8
Drive shaft............................................................................................................................................................ 72
3.2.9
Pistons.................................................................................................................................................................. 73
3.2.10
Connecting rods .............................................................................................................................................. 74
3.2.11
Camshaft drive ................................................................................................................................................ 76
3.2.12
Camshaft drive idlers ...................................................................................................................................... 77
3.2.13
Distributing shafts in the upper head .............................................................................................................. 77
3.2.14
Tappets ............................................................................................................................................................ 78
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3.2.15
Spark plug preheating control unit ................................................................................................................. 79
3.2.16
Turboblower.................................................................................................................................................... 80
3.2.17
Inlet manifold .................................................................................................................................................. 84
3.2.18
Exhaust pipes and silencer.............................................................................................................................. 84
3.2.19
Exhaust emission control system..................................................................................................................... 85
3.3
CATALYTIC CONVERTER ............................................................................................................................................ 85
3.3.1
Exhaust gas recirculation (E.G.R.) system .......................................................................................................... 86
3.3.2
Engine base vapour/gas recirculating system...................................................................................................... 89
3.3.3
Engine oil lubricating circuit............................................................................................................................... 90
3.3.4
Heat exchanger and oil filter assembly................................................................................................................ 91
3.3.5
Engine oil pump ................................................................................................................................................... 91
3.3.6
Engine cooling ..................................................................................................................................................... 93
3.3.7
Engine cooling tank and radiator ........................................................................................................................ 94
3.4
ENGINE COOLING FEED TANK .................................................................................................................................... 94
3.4.1
Water pump and thermostat................................................................................................................................. 94
3.4.2
Water temperature control devices ...................................................................................................................... 96
3.4.3.................................................................................................................................................................................... 96
3.5
SERVICE CONTROL..................................................................................................................................................... 96
3.6
FUEL FEED SYSTEM.................................................................................................................................................... 99
3.6.1
Features ............................................................................................................................................................... 99
3.6.2
Bosch CP1 high-pressure pump (75 HP)........................................................................................................... 104
3.6.3
Bosch CP1H high-pressure pump (90 HP)........................................................................................................ 108
3.6.4
Electric injectors and pipes ............................................................................................................................... 113
3.6.5
Single fuel manifold pipe ................................................................................................................................... 119
3.6.6
Fuel tank and components ................................................................................................................................. 121
3.6.7
Inertia switch ..................................................................................................................................................... 124
3.6.8
Fuel filters.......................................................................................................................................................... 126
3.6.9
Fuel temperature sensor and heating device ..................................................................................................... 127
3.7
ENGINE AIR FEED CIRCUIT ....................................................................................................................................... 129
3.8
MJD 6F3 DIESEL ENGINE MANAGEMENT CONTROL UNIT ........................................................................................ 130
3.8.1
Features ............................................................................................................................................................. 130
3.8.2
PIN-OUT............................................................................................................................................................ 131
3.8.3
Types of configuration ....................................................................................................................................... 137
3.8.4
Operation........................................................................................................................................................... 138
3.8.5
Control unit ingoing/outgoing information diagram ......................................................................................... 141
3.9
3.9.1
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SELF-DIAGNOSIS ...................................................................................................................................................... 143
FAULT SIGNALLING UPON VEHICLE START .............................................................................................. 143
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3.9.2
FAULT SIGNALLING DURING VEHICLE OPERATION ................................................................................ 144
3.9.3
FIAT CODE recognition .................................................................................................................................... 144
3.10
4
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CHECKS ................................................................................................................................................................... 145
3.10.1
Fuel temperature check ................................................................................................................................. 145
3.10.2
Engine coolant temperature check ................................................................................................................ 146
3.10.3
Injected fuel amount check ............................................................................................................................ 147
3.10.4
Idling speed check ......................................................................................................................................... 148
3.10.5
Fuel cut-off during the release phase (cut-off) .............................................................................................. 149
3.10.6
Idling cylinder balancing check .................................................................................................................... 150
3.10.7
Engine jerk prevent check ............................................................................................................................. 151
3.10.8
Checking the exhaust smoke level during acceleration ................................................................................. 152
3.10.9
Exhaust gas recirculation (E.G.R.) check ..................................................................................................... 153
3.10.10
Max. torque restraint check........................................................................................................................... 154
3.10.11
Max. r.p.m. restraint check............................................................................................................................ 155
3.10.12
Preheating spark plug check ......................................................................................................................... 156
3.10.13
Air-conditioning system actuation check....................................................................................................... 157
3.10.14
Auxiliary fuel electric pump check ................................................................................................................ 158
3.10.15
Cylinder position check ................................................................................................................................. 159
3.10.16
Main injection and pilot injection advance check ......................................................................................... 160
3.10.17
Injection pressure closed cycle check............................................................................................................ 161
3.10.18
Electric balance check................................................................................................................................... 161
3.10.19
Electric fan check .......................................................................................................................................... 162
3.10.20
Cruise Control system check (where available) ............................................................................................ 163
3.11
SENSORS .................................................................................................................................................................. 165
3.12
AIR FLOW METER WITH BUILT-IN AIR TEMPERATURE SENSOR (HFM 6)................................................................... 175
3.13
VGT SOLENOID VALVE ............................................................................................................................................ 184
8-VALVE 1.4 ENGINE.................................................................................................................................................. 187
4.1
GENERAL REMARKS ................................................................................................................................................. 187
4.2
IAW 5SF INJECTION/ IGNITION CONTROL UNIT ....................................................................................................... 191
4.2.1
Injection system architecture ............................................................................................................................. 191
4.2.2
Main features ..................................................................................................................................................... 196
4.3
COMPONENTS .......................................................................................................................................................... 203
4.3.1
Electric injectors ................................................................................................................................................ 203
4.3.2
Ignition coils ...................................................................................................................................................... 208
4.3.3
Petrol vapour recovery solenoid valve (canister) .............................................................................................. 213
4.3.4
Throttled body .................................................................................................................................................... 216
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4.3.5
Hydraulic valve for camshaft phase control ...................................................................................................... 220
4.3.6
Head................................................................................................................................................................... 223
4.3.7
Pistons................................................................................................................................................................ 226
4.3.8
Inlet manifold..................................................................................................................................................... 227
4.3.9
CVCP continuous phase variator ...................................................................................................................... 228
4.4
SENSORS.................................................................................................................................................................. 241
4.4.1
Knock sensor...................................................................................................................................................... 241
4.4.2
Oxygen sensor.................................................................................................................................................... 245
4.4.3
Engine revs number sensor................................................................................................................................ 248
4.4.4
Phase sensor ...................................................................................................................................................... 253
4.4.5
Engine coolant temperature sensor ................................................................................................................... 257
4.4.6
Sucked air pressure and temperature sensor ..................................................................................................... 261
4.4.7
Accelerator pedal potentiometer........................................................................................................................ 266
4.4.8
A/C linear sensor ............................................................................................................................................... 269
4.5
OPERATION LOGIC ................................................................................................................................................... 279
4.5.1
System self-adaptation ....................................................................................................................................... 279
4.5.2
Self-diagnosis and recovery............................................................................................................................... 280
4.5.3
Cylinder position recognition ............................................................................................................................ 281
4.5.4
Oxygen sensor – combustion check ................................................................................................................... 281
4.5.5
Cold operation ................................................................................................................................................... 283
4.5.6
Fully-loaded operation ...................................................................................................................................... 284
4.5.7
Operation during deceleration .......................................................................................................................... 285
4.5.8
Atmospheric correction...................................................................................................................................... 285
4.5.9
Operation during acceleration .......................................................................................................................... 287
4.5.10
Out-of-revs protection................................................................................................................................... 288
4.5.11
Fuel electric pump control ............................................................................................................................ 289
4.5.12
Electric injector control ................................................................................................................................ 290
4.5.13
Knock control................................................................................................................................................ 291
4.5.14
Radiator electric fan control......................................................................................................................... 292
4.5.15
Engine idling control management ............................................................................................................... 293
4.5.16
Optimization of thermal operating conditions .............................................................................................. 293
4.5.17
Fuel vapour recirculation control................................................................................................................. 293
4.5.18
Air-conditioning system control .................................................................................................................... 295
4.5.19
Phase variator control .................................................................................................................................. 297
4.6
PROCEDURES ........................................................................................................................................................... 297
4.6.1
Camshaft assembling position self-learning procedure..................................................................................... 297
4.6.2
Timing detachment/reattachment camshaft drive .............................................................................................. 300
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5
6
8
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M20 GEARBOX ............................................................................................................................................................. 325
5.1
FEATURES ................................................................................................................................................................ 325
5.2
COMPONENT ............................................................................................................................................................ 326
5.2.1
Synchromesh ...................................................................................................................................................... 326
5.2.2
Drive .................................................................................................................................................................. 329
5.2.3
Shafts.................................................................................................................................................................. 330
5.3
CONFIGURATION...................................................................................................................................................... 337
5.4
SPEED GEAR ARRANGEMENT ................................................................................................................................... 339
5.5
KINEMATIC ROUTE OF THE SINGLE GEARS ............................................................................................................... 340
BRAKES ......................................................................................................................................................................... 344
6.1
DESCRIPTION ........................................................................................................................................................... 344
6.2
POWER BRAKE ......................................................................................................................................................... 347
6.3
PEDAL UNIT ............................................................................................................................................................. 348
6.4
ABS SYSTEM ........................................................................................................................................................... 350
6.4.1
ABS wiring diagram........................................................................................................................................... 351
6.4.2
ABS hydraulic unit ............................................................................................................................................. 353
6.5
7
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E.S.P. ...................................................................................................................................................................... 354
6.5.1
ESP wiring diagram........................................................................................................................................... 356
6.5.2
YRS (Yaw Rate Sensor) ...................................................................................................................................... 357
6.5.3
A.S.R. (Anti Slip Regulator) ............................................................................................................................... 358
6.5.4
M.S.R.................................................................................................................................................................. 359
6.5.5
Hill Holder ......................................................................................................................................................... 359
ELECTRIC DRIVE ....................................................................................................................................................... 361
7.1
DESCRIPTION ........................................................................................................................................................... 361
7.2
ELECTRIC POWER STEERING (EPS) ......................................................................................................................... 362
7.3
DRIVE HOUSING ....................................................................................................................................................... 365
7.4
STEERING COLUMN .................................................................................................................................................. 366
SUSPENSIONS............................................................................................................................................................... 367
8.1
DESCRIPTION ........................................................................................................................................................... 367
8.2
FRONT SUSPENSIONS................................................................................................................................................ 368
8.2.1
General remarks ................................................................................................................................................ 368
8.2.2
Characteristic angles ......................................................................................................................................... 370
8.3
8.3.1
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REAR SUSPENSIONS ................................................................................................................................................. 373
General remarks ................................................................................................................................................ 373
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8.3.2
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Characteristic angles......................................................................................................................................... 374
ELECTRIC SYSTEM ................................................................................................................................................... 376
9.1
GENERAL DESCRIPTION OF THE SYSTEM .................................................................................................................. 376
9.1.1
General features ................................................................................................................................................ 377
9.1.2
Serial lines and networks ................................................................................................................................... 378
9.1.3
Network architecture ......................................................................................................................................... 380
9.1.4
Diagnosis instrument adapter............................................................................................................................ 383
9.1.5
B-CAN low-speed line........................................................................................................................................ 384
9.1.6
C-CAN high-speed line ...................................................................................................................................... 386
9.1.7
Remote-control switch/Fuse holder unit ............................................................................................................ 390
9.1.8
Wiring ................................................................................................................................................................ 393
9.1.9
Electronic components....................................................................................................................................... 396
9.2
DESCRIPTION OF COMPONENTS ................................................................................................................................ 398
9.2.1
Engine compartment control unit (FDU)........................................................................................................... 398
9.2.2
Luggage compartment node............................................................................................................................... 399
9.2.3
Body Computer node (BCM) ............................................................................................................................. 400
9.2.4
Instrument board node (IPC)............................................................................................................................. 409
9.2.5
Steering column stalk control module (CSM) .................................................................................................... 433
9.2.6
Radio receiver node (RRM) ............................................................................................................................... 447
9.2.7
Rear parking sensor node (PAM) ...................................................................................................................... 448
9.2.8
External audio amplifier for the hi-fi system ..................................................................................................... 453
9.2.9
Spiral cable........................................................................................................................................................ 453
9.2.10
Rain sensor control unit (RLS)...................................................................................................................... 454
9.2.11
Brake pedal switch ........................................................................................................................................ 454
9.2.12
Control board on the driver’s side front door (DDC)................................................................................... 455
9.2.13
Switch on clutch pedal .................................................................................................................................. 457
9.2.14
Central control board (CSS) ......................................................................................................................... 457
9.2.15
Left control board (ELC) .............................................................................................................................. 458
9.2.16
TPMS tyre pressure control system............................................................................................................... 459
9.3
CENTRAL LOCKING .................................................................................................................................................. 460
9.3.1
General remarks ................................................................................................................................................ 460
9.3.1
System functions................................................................................................................................................. 464
9.4
9.4.1
ELECTRIC WINDOW REGULATORS ............................................................................................................................ 472
General remarks ................................................................................................................................................ 472
9.5
EXTERNAL LIGHTING ............................................................................................................................................... 479
9.6
AUDIO SYSTEM ........................................................................................................................................................ 489
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9.7
AIRBAG SYSTEM ...................................................................................................................................................... 495
General remarks ................................................................................................................................................ 495
9.7.2
Smart 2 airbag system........................................................................................................................................ 499
9.7.3
Airbag node (SDM)............................................................................................................................................ 503
9.7.4
Diagnosis and recovery...................................................................................................................................... 506
FIRE PROTECTION .................................................................................................................................................... 511
AIR CONDITIONER..................................................................................................................................................... 513
10.1
GENERAL REMARKS ................................................................................................................................................. 513
10.1.1
System configurations.................................................................................................................................... 513
10.1.2
Air flows ........................................................................................................................................................ 514
10.2
11
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9.7.1
9.8
10
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COMPONENTS .......................................................................................................................................................... 515
10.2.1
ECC (Electronic Climate Control) control unit ............................................................................................ 515
10.2.2
Actuators and sensors ................................................................................................................................... 516
10.2.3
Compressor ................................................................................................................................................... 517
10.2.4
Filters and condenser.................................................................................................................................... 520
10.2.5
Expansion valve............................................................................................................................................. 521
10.2.6
Fluids............................................................................................................................................................. 522
10.3
OPERATION LOGIC ................................................................................................................................................... 522
10.4
DIAGNOSIS............................................................................................................................................................... 524
SUNROOF ...................................................................................................................................................................... 525
11.1
DESCRIPTION ........................................................................................................................................................... 525
11.2
OPERATION .............................................................................................................................................................. 528
11.2.1
Sunroof opening ............................................................................................................................................ 528
11.2.2
Sunroof closing.............................................................................................................................................. 529
11.2.3
Window shades.............................................................................................................................................. 530
11.3
SUNROOF CLOSING ANTI-PINCH FEATURE ................................................................................................................ 530
11.4
EMERGENCY ACTUATION ......................................................................................................................................... 531
11.5
INITIALIZATION ....................................................................................................................................................... 531
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1 Briefing
1.1 General features
1.1.1 Introduction
Nuova Punto: a new, dynamic and exciting car, capable of blending style and sporting features
into an irresistible mix. Nuova Punto stands out to reaffirm the excellent Italian car design
tradition and FIAT’s calling for youth-appealing sportscars.
The determined line of new Fiat Punto, tailored by Giugiaro, has a tremendous pull on those
who wish to own a car for the young, comfortable and carefully planned to the last detail.
In fact, Nuova Punto is targeted mainly at the young and the young at heart, thanks to its trim
engine, driving pleasure and comfort.
Nuova Punto stands out from its main competing cars for the following:
STYLE, meant as the capability of coming up to the expectations of the end customer thanks
to designs and versions that appeal to the customer and make the latter eager to own a Nuova
Punto.
DRIVING PLEASURE, meant as the capability of accommodating all the passengers into a
comfortable, nice car, and also pointing up those aspects which come up to the customer’s
expectations in terms of safety, comfort and quality, as well as the technical features of the
vehicle, ensuring driving behaviour that stands out from the competing models.
BRIGHTNESS, meant as the capability of combining low operating costs and the vehicle’s
performance.
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The launch product offer envisages two petrol engine versions and three diesel engine
versions, the main features of which are as follows:
Petrol engines:
1.2 8v (65 HP)
1.4 8v (75 HP)
Diesel engines:
1.3 Multijet 16V (75 HP)
1.3 Multijet 16V (90 HP)
1.9 Multijet 16V (120 HP)
with four different body versions that stand out for their contents and engine models, capable
of coming up to the expectations of the targeted customer groups: active, dynamic, elegance
and sport.
1.1.2 Market and customers
Today, the segment to which Nuova Punto belongs accounts for 26% of the West European
car market, that is to say, the “market core”, with approximately 3,750,000 units sold annually.
In Italy, this segment accounts for as much as 37% of the market, which is made up of petrol
engines (56%) and diesel engines (44%).
FIAT has always been a key player in the small/average car segment. Despite the crisis of the
past few years, Fiat Punto has been the best selling car in Italy and the third best seller in
West Europe.
Today, Nuova Punto aims at being a market leader again, not only in Italy but also all around
Europe. How can this goal be achieved? By taking advantage of Nuova Punto’s dynamic and
determined style, expressed through the typical Italian car design and simple, clever solutions.
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This step will allow the FIAT brand to make a comeback, which has somehow started with
Nuova Panda and currently in progress with Idea and Croma.
The main goal of Nuova Punto is to win back the young customers thanks to its dynamic and
sporting character, through a typically Italian style – the symbol of personality and elegance.
Therefore, Nuova Punto is a car for the young at heart – people who wish to express their
personality in a distinctive way by making choices with a heavy emotional component.
To better meet the customer’s needs, Nuova Punto comes with four body building levels:
ACTIVE: it is mainly for the young aged between 25 and 30, who are sensitive and open to the
most noticeable expressions of performance-related values – dynamic, open-minded people
full of energy.
DYNAMIC: for the young-to-middle aged people between 30 and 45 – resourceful people,
hovering between emotional impulse and rationality, youthful enthusiasm and adult ‘control’.
ELEGANCE: for mature people who make firm choices and count on high-quality outfit and
optimum comfort – people sensitive to design proposals that are meant to enrich the
automobile world with new drives and enthusiasm.
SPORTING: mainly intended for dynamic, sporting young people (both men and women) who
are looking for highly distinctive style features and performance elements. Style, emotion,
comfort, safety, low cost – what people are really looking for in a car.
Style, emotion, comfort, safety, low cost – this is what people are really looking for in a car.
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Nuova Punto will offer to you:
Distinctive, Italian style
More space: 50 mm longer than the current Punto
Safety levels comparable with the best competing cars
Sturdiness
Diesel engines standing out in their categories: 1.3 (75 & 90 HP) and 1.9 (120 HP).
Considering that a vehicle’s line is the main appeal as regards the reasons for purchasing,
Nuova Punto means to become the leader within its own market segment by relying on a
modern, fascinating line launching out to the young world thanks to its nimbleness and
versatility that distinguish it from ordinary two-box cars.
1.2 The vehicle
1.2.1 Style
Nuova Punto features a design style and lines that are deeply rooted in the most authentic and
renowned tradition of Italian car-making, with a surprising, unexpected shapes that make it go
against the current compared with the trends followed by nearly all of the European car
manufacturers.
A ‘real’ automobile line, which originally and nicely combines style, sporting character,
elegance and beauty while following the modern customer’s tastes.
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1.2.2 Dimensions
Outer dimensions
Nuova Punto’s outer dimensions are a consequence of market expectations and the resulting
choices made in terms of style. However, outer dimensions have also been influenced by the
progress made by the law regulations with regard to occupant safety, which has conditioned
the choice of peculiar layouts.
The final outcome, as far as some dimensions are concerned, sets Nuova Punto at the top of
its market segment (see table below).
Competitor car comparing table
Outer dimensions (mm)
L101 Wheelbase
L103 Vehicle length
N
P
2510
OPEL
CORSA 5P
PEUGEOT
206 5P
FIESTA
'02
RENAULT
CLIO '98
NISSAN
MICRA
TOYOTA
YARIS 5P
CITROEN
C3
VW POLO
'02 5P
2460
2491
2441
2486
2472
2427
2373
2460
2460
4030
3835
3816
3837
3917
3772
3717
3607
3849
3897
Width
1687
1660
1645
1650
1680
1640
1660
1660
1670
1650
L104 Front pivot
876
775
747
787
772
714
685
710
756
800
L105 Rear pivot
647
600
578
609
659
586
605
524
633
634
H100 Vehicle height
1490
1480
1442
1436
1467
1418
1525
1516
1534
1465
P: Current Fiat Punto
N: Nuova Punto
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To sum up, Nuova Punto is longer than the competing cars of its market segment by
approximately 20 cm, whereas it is perfectly in line as far as width and height are concerned.
1.2.3 Body versions
Nuova Punto comes with four body versions characterized by specific interior trim and
features that customize the dashboard, panels and seats:
Active, Dynamic, Elegance, Sporting.
The ACTIVE version features the following standard items:
ABS
Electric power steering
Electric window regulators
Dual airbag
The DYNAMIC version features the following standard items:
ACTIVE contents
Remote control
Height-adjustable driver’s seat
Rear split seat (5-door version)
Height-adjustable steering wheel
Rear headrests
The ELEGANCE version features the following standard items:
DYNAMIC contents
Leather-covered steering wheel and gear shift lever cap
Car radio/CD player
Air conditioner
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Alloy wheel rims
The SPORTING version features the following standard items:
DYNAMIC contents
Vehicle Dynamic Control (ESP)
Fog lights
Alloy wheel rims and tyres (17”)
Side skirts
Leather sports steering wheel (perforated central rungs and coloured seams)
Special measuring instrument
Sports-design front seats (greater restraint)
Car radio/CD player
Air conditioner
Below are other optional items:
Knee airbag
Window-bag
Side-bag
Front seat anti-whiplash (whiplash restraint)
Rear electric window regulators (5-door versions)
Front armrest
Electric lumbar adjustment
Automatic air conditioner
Cruise control
Rain sensor
Parking sensor
Tyre pressure sensor (TPMS)
Leather upholstery
Alloy wheel rims (different designs and dimensions)
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“Skydome” sunroof
Rear spoiler
Bumper bands
Car radio/CD-MP3 player
Hi-fi system
Kit Bluetooth
Headlamp washer
6-speed gearshift (1.3 Multijet 16V, 90 HP)
1.2.4 Engines
Below are the engines fitted to the vehicle at the commercial launch:
PETROL ENGINES
1.2 8V 65 HP
1.4 8V 75 HP
DIESEL ENGINES
1.3 Multijet 16V 75 HP
1.3 Multijet 16 V 90 HP
1.9 Multijet 8V 120 HP
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1.2.5 Gearbox
Nuova Punto comes with four types of gearbox which ensure, when properly optimized,
excellent gear control actuation and very high operation smoothness.
GEARBOX
NO. OF SPEEDS
ENGINE
C 514
5
1.2 8V and 1.4 8V
C 510
5
1.3 Multijet 16V, 75 and 90 HP
M20
6
1.3 Multijet 16 V, 90 HP (option)
M32
6
1.9 Multijet 8V, 120 HP
1.2.6 Range
PETROL ENGINES:
Active
Dynamic
1.2 8V
65 CV
Manual, 5-speed
X
X
1.4 8V
77 CV
Manual, 5-speed
X
X
Elegance
Sport
DIESEL:
Active
1.3 Multijet 16V
75 HP
Manual, 5-speed
1.3 Multijet 16V
90 HP
Manual, 5/6-speed
1.9 Multijet 8V
120 HP
Manual, 6-speed
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X
Dynamic
Elegance
Sport
X
X
X
X
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1.2.7 Active safety
Active safety is meant as the whole of the technical solutions that help avoid road accidents.
Nuova Punto features the mechanic and electronic safety systems below:
ABS: all versions feature an integrated anti-lock system that controls the braking action so as
to prevent the wheels from being locked;
EBD: electronic braking distributor between the front and rear wheels;
ESP: an active safety system, which comes into operation in emergency situations, for
controlling the vehicle during dynamic on-road manoeuvres.
The ESP system comes as a standard item on the Sporting version only. The entire range is
equipped with ABS system with EBD and ventilated brake discs on the front wheels (except
for the 1.2 8V engine version, which is equipped with non-ventilated discs).
1.2.8 Passive safety
Passive safety is meant as the whole of the technical and product solutions that protect the
driver and the passengers in case of accident. The technical solutions adopted aim at
protecting the driver and the passengers in case of head-on, side and rear collisions.
With Nuova Punto, FIAT has made important progress as far as safety is concerned.
Innovative design and construction solutions have been adopted on Nuova Punto, so as to
obtain the best results in terms of occupant protection.
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Nuova Punto features a standard occupant protection system made of up of the items below:
front safety restraint system including driver’s and passenger’s front airbags of the dual-stage
type;
front safety belts with pre-tensioner and load limiter;
“my car” electronic system for passenger’s side front and side airbag disable.
Moreover, the following optional items are available:
side-bag on the front seats, to ensure higher protection of the thorax and pelvis;
window-bags located in the rails below the roof, to better protect the occupants’ heads against
dangerous penetrating objects and parts.
When designing Nuova Punto, Fiat has paid great attention to the safety of the children on the
vehicle and the pedestrians as well.
Children safety is ensured by devices that make it possible to achieve the maximum protection
that can be obtained at present, i.e. isofix mounts on the rear seats and passenger’s airbag
disable through the vehicle’s trip computer.
Pedestrian safety has also been enhanced, though it has somehow affected the vehicle’s style
solutions adopted, to meet the newer law requirements that establish specific conditions to
protect the pedestrians in case of accidents.
Finally, passive safety is further enhanced by features such as the controlled-deformation
body, the collapsible steering column and steering pedals, and the anti-whiplash seats
(option).
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1.2.9 Tyres and wheels
To optimize the vehicle performance, especially with regard to road holding, safety and driving
comfort, the following tyres have been fitted to Nuova Punto:
175/65 R15 -- Active / Dynamic
185/65 R15 – Active (option) / Dynamic (option) / Elegance / Sport (option – tyres can be fitted
with snow chains)
195/55 R16 -- Dynamic (option) / Elegance (option)
205/45 R17 -- Elegance (option) / Sport.
As far as alloy rims are concerned, Nuova Punto comes with a full range that stands out for
style, dimensions and paint colours:
ALLOY RIMS
5 dual rungs
colour: silver standard
15"
ALLOY RIM
10 rungs (of which, 5 dual rungs)
colour: aluminium
ALLOY RIM
195/55/R16 tyres
14 rungs (thick/thin)
colour: aluminium
16"
ALLOY RIM
195/55/R16 tyres
18 triangular-section rungs
colour: aluminium
ALLOY RIM
NON-CATENABILE
205/45/R17 tyres
15 flat-surface rungs
colour: silver standard
17"
ALLOY RIM
NON-CATENABILE
205/45/R17 tyres
15 flat-surface rungs
colour: chrome shadow
ALLOY RIM
NON-CATENABILE
205/45/R17 tyres
3 dual rungs (spider-type)
colour: chrome shadow
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1.2.10 Tyre repair kit
Nuova Punto is equipped with the new version of the “Fix&Go” kit to repair punctured tyres
(max. puncture diameter: 4 mm).
The new kit includes one single component made up of a compressor, a sealant bottle, a
silicone tube for tyre repair, a tube equipped with a spout for tyre check and inflation, and an
electric cable for power supplying through the cigar lighter socket.
The kit is even easier to use.
The procedure to repair a punctured tyre is essentially as follows. Connect the electric cable to
the cigar lighter socket, connect the silicone tube to the tyre valve, then switch the compressor
on: the sealant will be automatically injected into the tyre, mixed with air. The repair will be
completed when the tyre pressure reaches the prescribed value.
The Fix&Go kit may also be used to check and restore the tyre pressure, by connecting the
special tube equipped with the quick coupling.
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1.2.11 Comfort
Ergonomics and comfort are among the most outstanding features of Nuova Punto (easy
access, visibility):
pedal position,
steering wheel alignment,
adequate position of the armrest plane,
adequate position of the footrest plane,
very good gearshift knob controllability,
full visibility of instruments and main drive controls,
excellently profiled, snug seats, which comfortably constrain the driver’s body even in the most
dynamic driving situations.
In order to make Nuova Punto a landmark car within its own category, great care has been
specially devoted to the following:
passenger compartment soundproofing;
interior noise;
rolling noise and vibration filtering;
acoustic sensitivity to the excitation transmitted through solid pathways;
vehicle compactness on rough road surfaces;
dynamic systems: engine, intake and exhaust.
1.2.12 Interior comfort and room
When evaluating a passenger compartment, customers seem to base their assessment of the
vehicle interior comfort mainly on the driver’s seat comfort.
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The area around the driver’s seat is, together with the components included in it, the
passenger compartment portion that bears the greatest significance when the customer has to
make a final judgement of the driving comfort that the whole of the vehicle passenger
compartment can offer.
The designing of Nuova Punto has focussed on ergonomics. Optimum balance has been
achieved between the style prerogatives and the customer’s unavoidable needs in terms of
interior comfort, easy access into the vehicle, inner visibility (all controls are easily visible and
within reach) and outer visibility (thanks to the large dimensions of side rear-view mirrors).
Nuova Punto can accommodate occupants of all builds: this has been achieved without
affecting the dimensions of the boot, which features a minimum holding capacity of 263 litres
with the standard running trim.
"Feeling good on board " means having a lot of space available, and such space should be
available just where it is needed for. Nuova Punto features living space volume (cubic volume)
values at the top of its category.
The passenger compartment profile makes it possible to easily accommodate two passengers
on the rear seat of the 3-door vehicle; yet, approval for five-passenger seating can be asked
for (by fitting the third rear safety belt, too).
The vehicle layout setting has been guided by the most advanced, state-of-the-art criteria for
defining the basic ergonomic functions, consistently with the style and safety prerequisites:
Interior space and volume
Interior comfort and room
Easy access into the vehicle
Visibility
Luggage compartment
Utilization capabilities
These functions are related to parameters that measure the vehicle’s capability of meeting
with the interior comfort requirements.
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1.2.13 Air conditioning
Psychophysical wellbeing of the vehicle occupants is guaranteed by an air-conditioning
system that creates the optimum conditions for travelling.
The range offer makes three different systems available:
heater;
air conditioner;
automatic, two-zone air conditioner with provision for obtaining different air temperatures and
distribution patterns both for the driver and the passenger.
These systems make it possible to choke and direct the air flow in many ways, so as to create
the desired effect, which is always homogeneous in the entire passenger compartment.
In addition, the windscreen demisting function comes as a useful tool.
The versions equipped with air conditioner feature air ducts in the rear passenger foot zone.
Air flow and vent diagram
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Heater
Air conditioner
Automatic, two-zone air conditioner
Air conditioning control layout
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1.2.14 Sunroof
The Nuova Punto sunroof includes a special wide-glass system called “Skydome”, made up of
two glass panels (one front sliding panel and one rear fixed panel).
The glass surface is so large that it takes the place of approximately 70% of the roof panel.
During the opening phase, the front moving panel slides out of the roof panel (“spoiler”
position).
The wide roof glass surface lets a lot of sunshine into the vehicle interior.
This helps increasing the feeling of much interior space available to the occupants.
The Skydome sunroof is equipped with sliding curtains that allow less sunshine into the
passenger compartment.
1.2.15 Audio system
The sound sources available depending on the versions are a radio tuner and a CD/MP3
player. The sound system found on the vehicle may be of two different kinds:
standard;
hi-fi sound system.
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Standard system.
This system is made up of 6 loudspeakers as follows:
mid-woofer loudspeakers (40 W, diameter: 160 mm) located on the front doors, designed to
reproduce low-middle frequencies. The technology used for these components (of the waterresistant type) allows the latter to stand water jets (if any) from inside the door without being
damaged;
tweeter loudspeakers (30 W) located on the door opening handle, designed to reproduce the
highest frequencies;
full-range loudspeakers (40 W, diameter: 130 mm) located on the rear side frames, which can
reproduce the entire range of the sound frequencies. These components feature the “water
resistant” technology.
Hi-fi sound system:
This system is made up of 6 loudspeakers and a sub-woofer box containing a single-channel
power amplifier.
Below are the main features of the components:
mid-woofer loudspeakers (40 W, diameter: 160 mm) located on the front doors, designed to
best reproduce the low-middle frequencies (the “water resistant” technology is used with these
components);
tweeter loudspeakers (40 W) located on the door opening handle, designed to reproduce the
highest frequencies;
full-range loudspeakers (40 W, diameter: 130 mm) located on the rear side frames, which can
reproduce the entire range of the sound frequencies. These components feature the “water
resistant” technology”;
sub-woofer box of the “bass-reflex” type (6.5-7 l. volume) including a loudspeaker (100 W,
diameter: 130 mm) to reproduce the lowest frequencies. This box is fitted into the luggage
compartment, on the right wheelbox side;
single-channel sound power amplifier, located inside the sub-woofer box and used for subwoofer drive.
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1.3 Accessory line
The Nuova Punto accessories have been designed with the specific intent to provide the
customer with options suited to satisfy the customer’s need to customize their own car in an
emotional, functional way.
The accessory designing activity has been supported by the FIAT Style Centre and has been
guided by the search for exclusive products consistent with the vehicle identity, integrated into
the vehicle’s essential lines and of high practical value.
The accessory offer can be divided in the following areas:
1.3.1 Sporting character
In order to satisfy the need to enjoy your own car in a more emotional way, a kit has been
designed which includes side skirts, a “spoiler” on the rear hatch, streamlined attachments on
the front bumper. These items give the vehicle a modern, ‘aggressive’ look.
Moreover, two kits are available, which include a 16” and a 17” alloy wheel rims, to be used
with 195/55R16 and 205/45R17 tyres, respectively.
The tailored sporting accessories also include leather steering wheel and gearshift lever knob,
and aluminium pedal covers with rubber inserts, for safer, comfortable driving.
1.3.2 Comfort – utility – leisure time
Optimum driving comfort is ensured by a range of accessories such as modern anti-whirl vent
windows, bumper protection rubber kit, side buffer bands, interior rubber or “carpeted” mat
covers, tailored seat linings, miscellaneous object restraint grids, dog restraint partition net
which can be combined with a semi-rigid polypropylene receptacle for easier luggage
compartment cleaning.
Finally, an aluminium sill board is available, which must be positioned on the vehicle’s internal
sill.
As far as leisure time is concerned, the ACCESSORY LINE includes transverse bars used to
carry various items such as SKIS, BICYCLES and SURFING BOARDS.
Two different types of towing hooks (of the removable ball type) are available for towing
purposes.
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Those who own I-Pod Applemay choose a dedicated set that allows the former to be used by
controlling its content through the factory-installed radio system.
1.3.3 Safety
The vehicle active and passive safety is ensured by a special range of alarms and the parking
sensor kit, to be positioned on the license plate sides.
The traditional anti-theft system, provided in a modular make-up with door openingclosing/actuation remote control, exchanges data through the CAN network with the vehicle’s
electronic control unit. Any break-in is signalled by a siren located in the engine compartment.
The CLEAR BOX, or GPS-GSM locator, is the best device that current technology may offer in
the field of automotive satellite/cellular protection.
The ACCESSORY LINE module matched with the traditional anti-theft system allows you to
always keep your vehicle under control, by clearly identifying its position, and also receive any
break-in message.
The ultrasound parking sensor is actuated when the reverse gear is engaged and gives out an
acoustic signal to warn you of the obstacles that cannot be seen by means of the rear-view
mirrors.
Moreover, the Bluetooth “MetaBlue” hand-free set system makes it possible to easily speak on
the mobile phone without handling the same, with no connecting cable. The calls are managed
by means of one single control button, and you can listen to the person you are talking to
directly through the vehicle’s audio system, both is the radio has been factory-installed and if
the unit is owned by the customer, and even if only the (loudspeaker) preset is available. All of
this means safe, comfortable driving, in compliance with the rules of the Highway Code.
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Children safety
The ISOFIX UNIVERSALE child seat is available with the vehicles equipped with specific
mounts, for children weighing 9 to 18 kg.
The range is made complete by traditional seats such as:
CRADLE, for children weighing up to 10 kg;
KIDDY LIFE seat, for children weighing 9 to 36 kg.
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2 Technical specifications
2.1 Engine
2.1.1 Type of engine
1.3 Multijet
1.4 8V
Type code
Location on
the vehicle
Orientation
No. of
cylinders
Position of
cylinders
No. of valves
per cylinder
Cycle
16V (90 HP)
1.9 Multijet 8V
16V (75 HP)
(120 HP)
199A3000
199A4000
199A2000
939A1000
Front
Front
Front
Front
Front
Transverse
Transverse
Transverse
Transverse
Transverse
4
4
4
4
4
In-line
In-line
In-line
In-line
In-line
2
4
2
4
2
Otto
Diesel
Otto
Diesel
Diesel
2ACT
1ACT
2ACT
1ACT
phase variator
Finger rocker
Finger rocker
With mechanic
arm with
With mechanic
arm with
With mechanic
tappets
hydraulic
tappets
hydraulic
tappets
tappet
Fuel
1.3 Multijet
350A1000
1ACT with
Timing
1.2 8V
Petrol
tappet
Diesel
Petrol
Diesel
MultiJet direct
MultiJet direct
injection of the
Fuel feed
MPI
Common Rail
(electronic,
type, with
sequential,
variable-
timed)
geometry
MPI (electronic,
sequential,
timed)
turboblower
and intercooler
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MultiJet direct
injection of the
injection of the
Common Rail
Common Rail
type, with
type, with
variable-
turboblower
geometry
and intercooler
turboblower and
intercooler
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2.1.2 Engine data
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Bore (mm)
72
69.6
70.8
69.6
82
Stroke (mm)
84
82
78.86
82
90.4
1368
1248
1242
1248
1910
11:1
17.6:1
11:1
17.6:1
18:1
77
90
65
75
120
56
66
48
55
88
5750
4000
5500
4000
4000
114
200
102.2
190
280
11.6
20.4
10.4
19.4
28.5
3000
1750
3000
1750
2000
750±50
n.d.
750±50
n.d.
n.d.
Total displacement
(cm³)
Compression ratio
Max. rating
(EC HP)
Max. rating
(EC KW)
Max. power speed
(r.p.m.)
Max. torque
(EC Nm)
Max. torque
(EC kgm)
Max. torque speed
(r.p.m.)
Idling speed
(r.p.m.)
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After Sales Training
Timing angles
Valve play
1.3 Multijet
1.4 8V
Cold-operation valve play
– Intake (mm)
Cold-operation valve play
– Exhaust (mm)
0.3
0.4
1.2 8V
16V 90 cv
-
1.3 Multijet
1.9 Multijet
16V 75 cv
8V 120 cv
0.3
-
n.d.
0.4
-
n.d.
Intake
1.4 8V
1.3 Multijet
1.2 8V
16V (90 HP)
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Opening before T.D.C. (°)
-7°
n.d.
1
n.d.
n.d.
Closing after B.D.C. (°)
41°
n.d.
47
n.d.
n.d.
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Exhaust
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
Opening before B.D.C. (°)
57°
n.d.
51°
n.d.
n.d.
Closing after T.D.C. (°)
-9°
n.d.
-3°
n.d.
n.d.
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Injection
1.3 Multijet
1.4 8V
1.2 8V
16V (90 HP)
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V 120 (HP)
Type
Marelli 5SF3
Marelli 6F3
Marelli 5SF3 Marelli 6F3
Injection sequence
1-3-4-2
1-3-4-2
1-3-4-2
1-3-4-2
Bosh
EDC16C9
1-3-4-2
Ignition
1.3 Multijet
1.4 8V
Coils
No. of coils
Spark plugs
Preheating drive
control unit
Preheating spark
plugs
Ignition sequence
FIAT PUNTO
F.M. BAE
940A
4
NGK ZKR7A10
1.2 8V
16V (90 HP)
F.M. BAE
-
940A
-
4
NGK
-
ZKR7A-10
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
-
-
-
-
-
-
-
Bitron
-
n.d.
n.d.
-
Beru 4L01192
-
n.d.
n.d.
1-3-4-2
1-3-4-2
1-3-4-2
1-3-4-2
1-3-4-2
36 / 532
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60
135
55
130
50
125
45
120
40
115
35
110
30
105
25
100
20
95
15
90
10
85
5
80
Torque [Nm]
Rating [kW]
2.3 Engine characteristic curves
0
75
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Speed [r.p.m.]
Engine: 1.4 8V
Max. torque: 114 Nm at 3,000 r.p.m.
Max. rating: 56 KW at 5,750 r.p.m.
FIAT PUNTO
37 / 532
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Torque [Nm]
Rating [kW]
FIAT PUNTO TRAINING OUTLINE
Engine: 1.2 8V
Max. torque: 102.2 Nm at 3,000 r.p.m.
Max. rating: 49.5 KW at 5,500 r.p.m.
FIAT PUNTO
38 / 532
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After Sales Training
Engine: 1.9 Multijet 8V (120 HP)
Max. torque: 280 Nm at 2,000 r.p.m.
Max. rating: 88 Kw at 4,000 r.p.m.
FIAT PUNTO
39 / 532
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Engine: 1.3 Multijet 16V (90 HP)
Max. torque: 200 Nm at 1,750 r.p.m.
Max. rating: 66 Kw at 4,000 r.p.m.
FIAT PUNTO
40 / 532
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After Sales Training
2.4 Transmission
1.4 8V
Drive
Front/Transv.
1.3 Multijet
16V (90 HP)
Front/Transv.
1.2 8V
Front/Transv.
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Front/Transv.
Front/Transv.
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
2.5 Clutch
1.4 8V
Drive
Push-type
Hydraulic, with
Control
external
actuator
1.3 Multijet 16V
(90 HP)
Push-type
Hydraulic, with
external actuator
1.2 8V
Push-type
Push-type
Hydraulic,
Hydraulic,
with external
with external
actuator
actuator
Push-type
Hydraulic,
with external
actuator and
SAC (*)
Disc spring
load
n.d.
n.d.
n.d.
n.d.
n.d.
Valeo
Luk
AP
Valeo
Luk
( daN )
Supplier
(*): play recovery device
FIAT PUNTO
41 / 532
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2.6 Gearbox
1.3 Multijet 16V
1.4 8V/1.2 8V
Type
C514
C510
2 cascade shafts
Configuration
supported on ball
bearings
Total length (from the engine
flywheel) (mm)
Weight (kg)
(75/90 HP)
1.3 Multijet 16V (90
HP) / 1.9 Multijet 8V
(120 HP)
M20/M32
2 cascade shafts
supported on ball
3 shafts supported on
bearings (output
ball bearings
shaft rear & front)
382.5 (on main
372.75
axle)
33 (dry), (34.5 with oil)
35.5 (dry), (37.3
with oil)
332
45 (dry) (46.5 with oil)
/ 47 (dry) (48.5 with
oil)
1, 2, 3, 4, 5, R
1, 2, 3, 4, 5, R
1, 2, 3, 4, 5, 6, R
HCR (High Contact
HCR (High Contact
HCR (High Contact
Ratio) toothing
Ratio) toothing
Ratio) toothing
Gear ratio (1)
3.909
3.818
3.818
Gear ratio (2)
2.158
2.053
2.053
Gear ratio (3)
1.480
1.302
1.302
Gear ratio (4)
1.121
0.959
0.959
Gear ratio (5)
0.921
0.744
0.744
Gear ratio (6)
-
-
0.614
Gear ratio (REV)
3.818
3.909
3.545
Synchronizers
Gears
FIAT PUNTO
42 / 532
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2.7 Braking system
1.4 8V
Type
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Hydraulic,
Hydraulic,
Hydraulic,
Hydraulic,
Hydraulic,
servo-assisted
servo-assisted
servo-assisted
servo-assisted
servo-assisted
10’’
10’’
10’’
10’’
10’’
Bosch 8.0
Bosch 8.0
Bosch 8.0
Bosch 8.0
Bosch 8.0
Power brake
cylinder
diameter
Anti-lock
system
2.7.1 Front brakes
1.4 8V
Type of disc
Disc diameter
(mm)
Rated
thickness (mm)
Type of caliper
Caliper piston
diameter (mm)
FIAT PUNTO
Selfventilated
1.3 Multijet
16V (90 HP)
Self-ventilated
1.2 8V
Nonventilated
1.3 Multijet
1.9 Multijet 8V
16V (75 HP)
(120 HP)
Self-ventilated
Self-ventilated
257
284
257
257
284
22
22
12
22
22
Bosch ZOH
Bosch ZOH
Bosch ZOH
Bosch ZOH
Bosch ZOH
54
54
54
54
54
43 / 532
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2.7.2 Rear brakes
1.4 8V
1.3 Multijet
1.2 8V
16V (90 HP)
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Type
Drum
Drum
Drum
Drum
Disc
Drum diameter (mm)
228
228
203
228
264
Rated thickness (mm)
n.d.
n.d.
n.d.
n.d.
11
Type of caliper
n.d.
n.d.
n.d.
n.d.
Bosch BIR III
2.8 Steering
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Type
Electric, EPS
Electric, EPS
Electric, EPS
Electric, EPS
Electric, EPS
Steering diameter (m)
10.1
10.76
10.1
10.1
11
2.8
2.8
2.8
2.8
2.8
51
60-44
51
60-44
60-44
15.7
13.4
15.7
13.4
13.4
2.5 (mod. city)
2.5 (mod. city)
2.5 (mod. city) 2.5 (mod. city) 2.5 (mod. city)
No. of steering wheel
turns (for full steering)
Steering box ratio
(mm/turn)
Steering wheel
angle/wheel angle ratio
Rack travel
Effort on the steering
wheel from stationary
position (Nm)
FIAT PUNTO
44 / 532
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After Sales Training
2.9 Front suspensions
Helical springs
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Edge diameter (mm)
11.2
11.5
11.2
11.5
11.8
No. of active coils
4.32
4.82
4.32
4.82
5.32
Helix direction
Rightward
Rightward
Rightward
Rightward
Rightward
Free spring height (mm)
353
377
353
377
402
Pack spring height
60
67
60
67
75
178
178
178
178
178
Spring height under
control load (mm)
FIAT PUNTO
45 / 532
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Shock-absorbers
1.4 8V
Type
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Dual-tube,
Dual-tube,
size: 22 x 32 x
size: 22 x 32 x
46.5
46.5
(diameters:
(diameters:
stem / piston /
stem / piston /
ext. tube).
ext. tube).
Traditional,
Traditional,
mechanic stop
mechanic stop
527
527
527
351
351
351
351
176
176
176
176
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Dual-tube, size:
Dual-tube, size:
Dual-tube, size:
22 x 32 x 46.5
22 x 32 x 46.5
22 x 32 x 46.5
(diameters:
(diameters:
(diameters:
stem / piston /
stem / piston /
stem / piston /
ext. tube).
ext. tube).
ext. tube).
Traditional,
Traditional,
Traditional,
mechanic stop
mechanic stop
mechanic stop
527
527
351
176
Open length
(start of
plugging) (mm)
Close length (at
abutting end)
(mm)
Travel (mm)
(different calibration)
Front stabilizer bar
1.4 8V
Bar diameter
(mm)
FIAT PUNTO
18
1.3 Multijet 16V
(90 HP)
19
1.2 8V
n.d.
46 / 532
n.d.
n.d.
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2.10 Rear suspensions
Helical springs
1.4 8V
Edge diameter
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet 16V
1.9 Multijet 8V
(75 HP)
(120 HP)
10.5
10.,5
n.d.
n.d.
n.d.
No. of active coils
4.2
4.2
n.d.
n.d.
n.d.
Helix direction
Rightward
Rightward
n.d.
n.d.
n.d.
291.5
279
n.d.
n.d.
n.d.
155
155
n.d.
n.d.
n.d.
58
58
n.d.
n.d.
n.d.
(mm)
Free spring height
(mm)
Spring height
under theoretic
project load
Pack spring
height (mm)
FIAT PUNTO
47 / 532
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Shock-absorbers:
1.3 Multijet
1.4 8V
Type
1.2 8V
16V (90 HP)
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Dual-tube,
Dual-tube,
Dual-tube,
Dual-tube, size:
Dual-tube, size:
size: 14.2 x
size: 14.2 x 27
size: 14.2 x
14.2 x 27 x 38
14.2 x 27 x 38
27 x 38
x 38
27 x 38
(diameters:
(diameters: stem
(diameters:
(diameters:
(diameters:
stem / piston /
/ piston / ext.
stem / piston
stem / piston /
stem / piston /
ext. tube).
tube).
/ ext. tube).
ext. tube).
ext. tube).
Traditional,
Traditional,
Traditional,
Traditional,
Traditional,
mechanic stop
mechanic stop
mechanic
mechanic stop
mechanic
stop
stop
Open length
(start of plugging)
651.0
651.0
651.0
651.0
651.0
388.0
388.0
388.0
388.0
388.0
263
263
263
263
263
(mm)
Close length (at
abutting end)
(mm)
Travel (mm)
The stabilizer bar is not available and has been replaced by a twisting link of adequate
thickness.
1.4 8V
“Soft“ link (mm)
“Medium” link
(mm)
“Hard” link (mm)
FIAT PUNTO
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet 8V
16V (75 HP)
(120 HP)
4.5
4.5
4.5
4.5
4.5
5.9
5.9
5.9
5.9
5.9
7.1
7.1
7.1
7.1
7.1
48 / 532
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Crossbar
1.4 8V
“Soft “ link
(mm)
“Medium” link
(mm)
“Hard” link
(mm)
1.3 Multijet 16V
(90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
4.5
4.5
n.d.
n.d.
n.d.
5.9
5.9
n.d.
n.d.
n.d.
7.1
7.1
n.d.
n.d.
n.d.
2.11 Suspension characteristic angles and trim
Standard A = vehicle unloaded, incl. spare wheel, tools, accessories, fuel and fluid filling.
Standard 0 = vehicle unloaded, incl. spare wheel tools, accessories, fluid filling, with 5 litres
fuel.
N.B. Only front wheel toe-in can be adjusted at a workshop.
FIAT PUNTO
49 / 532
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2.11.1 Front
Toe-in
Engine versions
Tyres
Standard 0
Standard A
1.2 8V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.4 8V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.2 8V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.4 8V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.4 16V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.3 Multijet 16V 90 cv
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.3 Multijet 16V 90 cv
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.9 Multijet 8V 120 cv
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,87 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,87 mm +/- 1mm
175/65 R15 84T
1.4 16V
1.4 16V
1.9 Multijet 8V 120 cv
FIAT PUNTO
185/65 R15 88T
195/55 R16 87H
50 / 532
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Camber angle
Engine versions
Tyres
Standard 0
Standard A
1.2 8V
-22' +/- 20'
-27' +/- 20'
1.4 8V
-22' +/- 20'
-27' +/- 20'
1.2 8V
-22' +/- 20'
-27' +/- 20'
1.4 8V
-22' +/- 20'
-27' +/- 20'
1.4 16V
-26' +/- 20'
-28' +/- 20'
1.3 Multijet 16V 90 cv
-26' +/- 20'
-28' +/- 20'
-26' +/- 20'
-28' +/- 20'
1.3 Multijet 16V 90 cv
-26' +/- 20'
-28' +/- 20'
1.9 Multijet 8V 120 cv
-26' +/- 20'
-28' +/- 20'
-19' +/- 20'
-21' +/- 20'
-19' +/- 20'
-21' +/- 20'
175/65 R15 84T
1.4 16V
1.4 16V
1.9 Multijet 8V 120 cv
FIAT PUNTO
185/65 R15 88T
195/55 R16 87H
51 / 532
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2.11.2 Rear
Toe-in
Engine versions
Tyres
Standard 0
Standard A
1.2 8V
+1,3mm+/-2mm
+1,5mm+/-2mm
1.4 8V
+1,3mm+/-2mm
+1,5mm+/-2mm
1.2 8V
+1,3mm+/-2mm
+1,5mm+/-2mm
1.4 8V
+1,3mm+/-2mm
+1,5mm+/-2mm
1.4 16V
+1,3mm+/-2mm
+1,5mm+/-2mm
1.3 Multijet 16V 90 cv
+1,3mm+/-2mm
+1,5mm+/-2mm
+1,3mm+/-2mm
+1,5mm+/-2mm
1.3 Multijet 16V 90 cv
+1,3mm+/-2mm
+1,5mm+/-2mm
1.9 Multijet 8V 120 cv
+1,3mm+/-2mm
+1,5mm+/-2mm
+1,3mm+/-2mm
+1,5mm+/-2mm
+1,3mm+/-2mm
+1,5mm+/-2mm
175/65 R15 84T
1.4 16V
1.4 16V
1.9 Multijet 8V 120 cv
FIAT PUNTO
185/65 R15 88T
195/55 R16 87H
52 / 532
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After Sales Training
Camber angle
Engine versions
Tyres
Standard 0
Standard A
1.2 8V
-1°+/-20’
-1°+/-20’
1.4 8V
-1°+/-20’
-1°+/-20’
1.2 8V
-1°+/-20’
-1°+/-20’
1.4 8V
-1°+/-20’
-1°+/-20’
1.4 16V
-1°+/-20’
-1°+/-20’
1.3 Multijet 16V 90 cv
-1°+/-20’
-1°+/-20’
-1°+/-20’
-1°+/-20’
1.3 Multijet 16V 90 cv
-1°+/-20’
-1°+/-20’
1.9 Multijet 8V 120 cv
-1°+/-20’
-1°+/-20’
-1°+/-20’
-1°+/-20’
-1°+/-20’
-1°+/-20’
175/65 R15 84T
1.4 16V
1.4 16V
1.9 Multijet 8V 120 cv
FIAT PUNTO
185/65 R15 88T
195/55 R16 87H
53 / 532
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2.12 Battery and alternator
Vehicle models without air conditioner
1.3 Multijet
1.4 8V
1.2 8V
16V (90 HP)
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Battery capacity (Ah)
40
50
40
50
60
Alternator (A)
70
75
70
75
120
Vehicle models with air conditioner
1.4 8V
1.3 Multijet
1.2 8V
16V (90 HP)
1.3 Multijet
1.9 Multijet 8V
16V (75 HP)
(120 HP)
Battery capacity (Ah)
50
50
50
50
60
Alternator (A)
70
90
70
90
120
2.13 Fluids and lubricants
Oils and fluids
Recommended product features:
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9
16V (75
Multijet 8V
HP)
(120 HP)
Selenia
Engine oil
Selenia K
Selenia WR
Selenia K
Selenia WR
Gearbox/front differential
Tutela car
Tutela car
Tutela car
Tutela car
Tutela car
oil
Technyx
Matryx
Technyx
Technyx
Matryx
Brake fluid
Tutela Top 4
Tutela Top 4
Tutela Top 4 Tutela Top 4 Tutela Top 4
Paraflu up
Paraflu up
Paraflu up
Paraflu up
Paraflu up
(50%)
(50%)
(50%)
(50%)
(50%)
Radiator fluid
FIAT PUNTO
54 / 532
WR
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Grease
Recommended product features:
1.3 Multijet
1.4 8V
Front constant-velocity
universal joint
(differential side)
Front constant-velocity
universal joint (wheel
side)
Wheel hubs, steering
rods, various members
Underbody member
protection lubrication
Brake circuit component
lubrication
Steering box and rack
1.2 8V
16V (90 HP)
Tutela MRM
Zero
Tutela
Tutela Star 325
Tutela Star 500
500
1.9 Multijet
16V (75 HP)
8V (120 HP)
Tutela MRM
Tutela Star
Zero
325
Tutela
Tutela Star
Tutela Star
Star 500
500
500
MRM
Zero
Tutela Star
1.3 Multijet
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
n.d.
Lubricant capacity
Oil amounts:
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Engine oil (amount for
regular replenishment,
2.6
3.2
2.6
3.2
4.18
1.5
2.08
1.5
1.8
2.08
sump and filter) (litres)
Gearbox oil/front
differential (kg)
FIAT PUNTO
55 / 532
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2.14 Vehicle features
2.14.1 Dimensions
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet 8V
16V (75 HP)
(120 HP)
A
4,030
4,030
4,030
4,030
4,030
B
875
875
875
875
875
C
2,510
2,510
2,510
2,510
2,510
D
645
645
645
645
645
E
1,490
1,490
1,490
1,490
1,490
F
1,473
1,473
1,473
1,473
1,473
G
1,687
1,687
1,687
1,687
1,687
H
1,466
1,466
1,466
1,466
1,466
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2.14.2 Performance
1.3 Multijet 16V
1.4 8V
Top speed (k.p.h.)
(90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
170
185
155
165
190 (*195)
12
12
14.3
14.5
9
Acceleration (sec) (0 to
100 k.p.h. - 2 persons +
20 kg)
*= sporting body version
2.14.3 Fuelling and filling
1.4 8V
1.3 Multijet
16V (90 HP)
1.2 8V
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Fuel tank capacity (l.)
45
45
45
45
45
Fuel reserve (l.)
(5-7)
(5-7)
(5-7)
(5-7)
(5-7)
Cooling system (l.)
5.27
7.4
5.27
7.3
6.35
Oil sump and filter (l.)
2.6
3.2
2.6
3.2
4.18
Brake circuit (kg)
0.5
0.5
0.5
0.5
0.5
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2.14.4 Consumption
(EC Directive 199/100/CE – litres per 100 km)
1.4 8V
1.3 Multijet
1.2 8V
16V (90 HP)
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
Urban
7.7
5.9
7.9
5.9
7.5 (*7.6)
Extra-urban
5.2
3.9
5.1
4.0
4.5 (*4.6)
Combined
6.1
4.6
6.1
4.7
5.6 (*5.7)
*= sporting body version
2.14.5 Emissions
1.4 8V
CO2 ( g/Km )
145
1.3 Multijet
1.2 8V
16V (90 HP)
122
145
1.3 Multijet
1.9 Multijet
16V (75 HP)
8V (120 HP)
123
149(*150)
*= sporting body version
All engines complying with the Euro 4 emission level requirements.
2.14.6 Tyres
1.4 8V
Standard
175/65 R15 84T
items
185/65 R15 88T
Snow
175/65 R15 84T
tyres
185/65 R15 88T
Spare
175/65 R15 84T
wheel
185/65 R15 88T
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1.3 Multijet
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185/65 R15 88T
195/55 R16 87H
205/45 R17 88V
185/65 R15 88T
195/55 R16 87H
185/65 R15 88T
1.2 8V
1.3 Multijet
1.9 Multijet 8V
16V (75 HP)
(120 HP)
175/65 R15 84T
175/65 R15 84T
185/65 R15 88T
185/65 R15 88T
175/65 R15 84T
175/65 R15 84T
185/65 R15 88T
185/65 R15 88T
175/65 R15 84T
175/65 R15 84T
185/65 R15 88T
185/65 R15 88T
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185/65 R15 88T
195/55 R16 87H
205/45 R17 88V
185/65 R15 88T
195/55 R16 87H
185/65 R15 88T
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2.14.7 Inflating pressure (bar)
Version: 1.4 8V
Size
Inflating
Inflating
pressure with
pressure with
average front
average rear
load
load
Inflating
Inflating
pressure with
pressure with
full front load
full rear load
175/65 R 15 84T
2.2
2.1
2.2
2.2
185/65 R 15 88T
2.2
2.0
2.2
2.2
Version: 1.3 Multijet 16V (90 HP)
Size
Inflating
Inflating
pressure with
pressure with
average front
average rear
load
load
Inflating
Inflating
pressure with
pressure with
full front load
full rear load
185/65 R 15 88T
2.3
2.1
2.3
2.3
195/55 R 16 87H
2.3
2.1
2.4
2.4
205/45 R 17 88V
2.4
2.2
2.5
2.4
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Version: 1.2 8V
Size
Inflating
Inflating
pressure with
pressure with
average front
average rear
load
load
Inflating
Inflating
pressure with
pressure with
full front load
full rear load
175/65 R 15 84T
2.2
2.1
2.2
2.2
185/65 R 15 88T
2.2
2.0
2.2
2.2
Version: 1.3 Multijet 16V (75 HP)
Size
Inflating
Inflating
pressure with
pressure with
average front
average rear
load
load
Inflating
Inflating
pressure with
pressure with
full front load
full rear load
175/65 R 15 84T
2.4
2.1
2.5
2.2
185/65 R 15 88T
2.3
2.1
2.3
2.3
Version: 1.9 Multijet 8V (120 HP)
Size
Inflating
Inflating
pressure with
pressure with
average front
average rear
load
load
Inflating
Inflating
pressure with
pressure with
full front load
full rear load
185/65 R15 88H
2.4
2.2
2.4
2.2
195/55 R 16 87H
2.4
2.2
2.6
2.4
205/45 R 17 88V
2.6
2.3
2.8
2.5
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3 1.3 Multijet 16V, 75 and 90 HP engines
3.1 General remarks
Turbo diesel, direct-injection engine with no precombustion chamber, with 4 in-line cylinders,
total displacement: 1,248 c.c., 4 valves per cylinder with hydraulic tappets, two overhead
camshafts with motion gear drive, air boosting by means of a turboblower and an intercooler,
no-load weight: 137 kg (75 HP) and 139 kg (90 HP), Magneti Marelli MJD 6F3 Common Rail
electronic injection system.
These engines make use of a "Magneti Marelli Common Rail" high-pressure electronic
injection system for fast diesel engines, which is fully controlled by a Multijet MJD6F3 control
unit.
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The engines feature the performance levels below:
max. rating: 55 kW (75 HP) EC at 4,000 r.p.m.; 66 kW (90 HP) EC at 4,000 r.p.m.
max. torque: 190 Nm (19.4 kgm) EC at 1,750 r.p.m.; 200 Nm (20.4 kgm) at 1,750 r.p.m.
To reduce polluting emissions, these engines are equipped with:
- exhaust system with oxidizing catalytic converter;
- exhaust gas recirculation (E.G.R.) system (modified for the 90 HP version) with heat
exchanger;
- engine base vapour/gas recirculation system;
- UEGO oxygen sensor (temperature sensors for DPF available as options for 90 HP versions
only);
- new DRV 2 pressure regulator;
- new RDS 4 air pressure sensor.
The unit consists of a system made up of the engine and all the systems required for its
operation:
- fuel feed system;
- air boosting system;
- engine cooling system;
- exhaust system with catalytic converter;
- oil vapour recirculation system;
- exhaust gas recirculation (E.G.R.) system with heat exchanger;
The operation of these systems can be optimized by means of an electronic control system
managed by a control unit.
Understanding the control unit operation logic allows you to get an overall picture of the entire
system.
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3.2 Components
3.2.1 Power unit supports
The function of the power unit supports is to ensure structural connection between the power
unit and the body.
These supports are dimensioned so as to bear the weight of the power unit, and also
withstand the loads resulting from the torque transmitted by the engine. They have been
modified in the 90 HP versions in order to withstand greater weight and torque values (200
Nm).
Each support features a metal-rubber dowel used to dampen the vibrations generated by the
engine, thus reducing to a significant extent the vibrations transmitted to the body.
The power unit support is of the barycentre type: it is made up of two dowels and a reaction
link (which acts as a tie-rod) where the new supports are aligned to an axis passing through
the engine barycentre, so as to obtain reaction forces with nil arm. Moreover, the 90 HP
version features one further support for the right-hand axle shaft.
1 Support on the valve gear side
2 Support on the gearbox side
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3 Reaction tie-rod
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Right axle shaft support for 1.3 Multijet 90 HP version
3.2.2 Engine base
The engine base is made of ductile cast iron.
The cylinders are obtained directly into the base and are classified into three dimensional
classes plus one oversize class.
- Class A
- Class B
- Class C
Plus one oversize
The drive shaft is rested by means of five main bearings (1).
Special channels, obtained in the base walls, allow the cooling fluid and the lubricating oil to
flow through.
A nozzle (2) is fitted into the lower part of each cylinder, through which oil is sprayed on the
piston crown in order to cool the piston and ensure pin lubrication through falling.
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3.2.3 Lower engine base
The lower engine base is made of die-cast aluminium alloy, with cast iron main caps.
The main bearing and cap finishing operations are carried out by joining with the upper engine
base.
Joining with the upper base is carried out by means of screws and dowel bolts that ensure
assembling accuracy.
A bead of sealant is put between the two engine bases, to avoid engine oil leaks.
The figure below illustrates the upper engine base (1) and the lower base (2).
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3.2.4 CYLINDER HEAD
The cylinder head is of the single-structure type and is made from aluminium and silicium
alloy.
Two overhead camshafts, made of ductile cast iron, are housed within an overhead; the drive
is of the combined chain-gear type.
The four valves per cylinder (parallel and vertical) are located in their respective guides and
driven by rocker arms actuated by the cams of the cam axles and kept into contact with the
valves by means of hydraulic tappets.
The valve guides are driven into the respective cylinder head housings by interference. The
inner diameter is optimized, after assembling, by means of a special boring machine.
Compared with the cylinder heads with precombustion chamber, the entire combustion
process takes place in the combustion chamber obtained on the piston.
The gasket between the cylinder head and the engine base is made of metal; moreover, the
cylinder head shall not be retightened during the entire engine life.
On the versions fitted with the 90 HP engine, the combustion system has been necessarily
modified in order to improve the input and output flows.
The inlet duct design has been modified by increasing the flow capacity; at the same time,
volumetric efficiency at high speeds has been improved, following a reduction of the swirl
level.
The combustion chamber design has been modified, by increasing the chamber diameter and,
as a result, reducing the compression ratio from 18:1 to 17.6:1.
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3.2.5 Base sump and covers
The engine base oil sump is a structural part of the engine with mechanic functions, which is
used to hold the engine lubricating oil.
It is made of stamped sheet metal and includes the threaded hole with cap for engine oil drain.
Sealing with the engine base is achieved by means of a bead of silicone sealant.
A bulkhead is put between the engine base and the oil sump, which prevents the engine oil
from being shaken off (due to the vehicle and drive shaft motion) and also ensures that the
level remains constant.
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3.2.6 Oil seals on the drive shaft
Front drive shaft sealing is achieved by means of an oil seal fitted onto the valve gear cover.
Rear drive shaft sealing is achieved by means of an oil seal fitted directly into the housing
obtained between the engine base and the underbase.
3.2.7 Engine flywheel
The engine flywheel is made of cast iron with set steel ring gear.
The flywheel is secured to the drive shaft through a flange with bolts; a phonic wheel (for the
revs sensor) is secured toward the engine side.
1 Engine flywheel
2 Set ring gear
3 Phonic wheel for revs number
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Operation
The engine flywheel is a member that makes engine rotation uniform, by accumulating energy
during the active phases (expansion) and giving the same back during the passive phases.
The flywheel is dimensioned so as to allow the engine to idle without coming to a halt, and
overcoming the friction work developed by the same during no-load operation.
3.2.8 Drive shaft
It is made of forged steel and rests on five main bearings. Its axial play is controlled by two
half-rings housed in the central main bearing.
Accurate balancing of the rotating masses is ensured by eight counterweights.
A number of channels run through the drive shaft for lubrication of journals and crankpins.
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3.2.9 Pistons
The pistons are made of silicium-based aluminium alloy with antifriction inserts. They are
divided into three dimensional classes.
Class A: 69,520 + 69,530 (75 HP)
nd (90 HP)
Class B: 69,530 + 69,540 (75 HP)
nd (90 HP)
Class C: 69,540 + 69,550 (75 HP)
nd (90 HP)
The “OMEGA” combustion chamber is obtained on the piston crown, to improve combustion
efficiency (see “Cylinder head”).
A channel is obtained inside the pin, through which the oil sent to the nozzles flows, thus
ensuring better piston cooling.
Coupling with the pin is carried out by means of two copper-alloy bushings.
1 Piston
2 Electric injector
3 Preheating spark plugs
4 Air inlet
5 Exhaust gas outlet
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3.2.10 Connecting rods
The connecting rods are made of hardened and tempered steel, with a copper bushing (1)
driven for coupling with piston pin (2).
The pins (of the float type) are retained by two expansion snap rings (3) found in the special
slots obtained within the pin housing.
Coupling between the connecting rod and the cap through machined surfaces. To withstand
specific pressure values in the 90 HP engine, the upper bronze bushings have been modified.
Refer to the diagram.
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3.2.11 Camshaft drive
The camshaft drive is of the direct type, and takes place by means of a chain.
1 Driven gear
2 Driving gear
3 Moving shoe
4 Fixed shoe
5 Timing chain
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3.2.12 Camshaft drive idlers
The timing chain is stretched by an automatic, oil-pressure operated stretching device (which
minimizes maintenance operations), fitted inside the valve gear on the block, which acts on
the moving shoe.
3.2.13 Distributing shafts in the upper head
These are two camshafts made of cast iron, with induction-hardened cams.
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The distributing shaft (on the exhaust side) is directly driven by the chain and transmits the
motion to the distributing shaft (on the intake side) by means of a pair or straight-toothed
gears.
The distributing shaft on the exhaust side also drives the high-pressure pump, whereas the
one on the intake side drives the vacuum pump.
3.2.14 Tappets
A hydraulic tappet is used for every single valve, which is actuated by a rocker arm that is, in
turn, driven by the cam axle.
The rocker arms are made in such a way as to avoid serious damage to the other engine
members in case of timing chain breaking or stepping. In fact, they are able, thanks to a preestablished fracture section, to get deformed so as to absorb the stress caused by the contact
between the valves and the pistons.
Intake-exhaust valve diameter: 21.47 mm
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3.2.15 Spark plug preheating control unit
Features
This device is interfaced and controlled by the engine control system according to the EOBD
protocol. It has been designed to perform all the functions for driving and monitoring the
operating condition of every single spark plug during the diesel engine preheating phase.
The control unit includes a protection device against high current and overvoltage, and also
features an electronic, self-resetting logic.
Considering the thermal and weather-resistance features, the device can be fitted directly to
the engine compartment.
The control unit is protected against any possible electric connections with battery polarity
reversal on all of its terminals, and has been designed so as to withstand all the stress found
in the vehicle.
The unit is equipped with the connecting terminals below:
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Terminal
30
G1, G2,
G3, G4
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Name
Direct connection to the battery positive (+Vbat) for spark
plug power supply
Spark plug connection output
86
Power supply from the engine control unit
31
Ground connection (GND)
ST
Input for control start from the engine control unit
K
Input for control start from the engine control unit
DI
Output for direct diagnosis toward the engine control unit
3.2.16 Turboblower
The turboblower (1) is connected to the exhaust manifold; it is used to enhance the engine’s
volumetric efficiency.
It is essentially made up of two impellers force-fitted to one single shaft that rotates on floating
bearings lubricated through a branch (3) of the engine lubricating circuit.
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1 Turboblower
2 Waste gate
3 Lubricating circuit branch
4 Pneumatic actuator
The oil used eliminates part of the large amount of heat yielded by the exhaust gas to the
turbine. The turboblower incorporates a WASTE - GATE valve (2) controlled by a pneumatic
actuator (4), which makes it possible to choke the exhaust gas flow to the turbine, depending
on the pressure reached at the compressor outlet.
BORG WARNER VNT 90 HP turboblower
The 1.3 MJTD, 90 HP engine features a new generation of turboblowers: the VNT (Variable
Nozzle Turbines) turboblower. The distributor blades are actuated electro-pneumatically. This
technology makes it possible to achieve optimum turboblower with all engine speeds.
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Purpose of a turboblower
The purpose of a turboblower is to achieve very high torque values and, therefore, greater
engine performance. All of this can be obtained by compressing the sucked air. Thanks to the
greater density at every intake phase, a greater amount of oxygen can be let into the engine’s
combustion chamber. The greater oxygen content improves combustion and, as a result,
increases power.
The thermal and kinetic energy of the engine’s exhaust gas is best used to actuate the
turboblower exhaust-gas turbine: the latter actuates the compressor which compresses the
sucked air by heating it. Then, the air is cooled again in the intercooler.
Operation
At low speeds, the turboblower’s distributor blades are actuated electrically and positioned (i)
by vacuum in such a way that the exhaust gas flow hits the outer edge of the turbine blades.
This causes the exhaust gas flow to be restricted and involves increasing exhaust gas flow
speed and boosting pressure. According to the principle of the lever, all of this involves a
higher torque at low speeds.
If the engine revs number increases, the exhaust gas inlet section will be increased by
displacing the distributor blades (II). Now the gas particles will not preferably hit the outer edge
of the distributor blades any longer: they will be found along the entire length of the blades.
The turboblower will operate less efficiently, which will however be compensated for by the
greater exhaust gas volume at high engine speeds.
If, however, the engine’s maximum power is required (e.g. when overtaking), the electropneumatically operated blades will be displaced to the low speed position, which will
significantly enhance the turbine performance and, as a result, the boosting pressure, thus
making the engine’s maximum power available.
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Turboblower view
1. Low engine revs number and small exhaust gas amount
2. High engine revs number and large exhaust gas amount
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3.2.17 Inlet manifold
The air capacity box (made of plastic material) receives pressure air, cooled by the intercooler,
and conveys the same directly to the cylinder head.
The overpressure sensor, connected to the injection control unit, is fitted onto the box. A
diffuser is positioned at the manifold intake, which is used to let in the exhaust gas from the
E.G.R. valve and flowing toward the cylinders.
3.2.18 Exhaust pipes and silencer
The engine’s exhaust gas flows through the manifold to the turboblower and, next, to the
oxidizing catalytic converter (1).
A flexible element (2) is found in the front part of the exhaust pipe, which is used to reduce the
transmission of vibrations.
The rear exhaust section is made up of a, intermediate pipe (3) and a rear silencer (4).
Special guards reduce heat diffusion toward the body.
The various components are supported by means of special supports (5) and snap rings (6)
secured to the underbody.
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3.2.19 Exhaust emission control system
3.3 Catalytic converter
The oxidizing catalyst is a post-treatment device to oxidize the CO, HC’s and particulate, so as
to transform the same into carbon dioxide (CO2) and water vapour (H2O).
The catalytic converter is made up of a ceramic, honeycomb monolith (1), the cells of which
are soaked with platinum (2), a catalyzing substance of oxidation reactions.
Operation
The exhaust gas flowing through the cells heats the catalyst, thus triggering the conversion of
polluting substances into inert compounds.
The chemical reaction for CO, HC and particulate oxidation is efficient at temperatures ranging
between 200°C and 350°C.
Beyond 350°C, the sulphur contained in the diesel fuel starts oxidizing, thus giving rise to
sulphur dioxide and sulphur trioxide.
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3.3.1 Exhaust gas recirculation (E.G.R.) system
This system makes it possible, under certain operating conditions, to convey a portion (5 ÷
15%) of the exhaust gas to the intake.
Thus, the temperature peak is lowered in the combustion chamber, thus reducing the
formation of nitric oxides (NOx).
The function of the E.G.R. solenoid valve (1), controlled by the injection control unit (2), is to
let a portion of the exhaust gas drawn by exhaust manifold (4) again into the engine intake.
A heat exchanger (3) makes it possible to partially cool the exhaust gas, by further lowering
the combustion chamber temperature.
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E.G.R. solenoid valve
Injection control unit
Heat exchanger
Exhaust manifold
Air inlet manifold
Operation
The injection control unit drives, with coolant temperature of more than 20°C and engine
speed ranging between 800 and 3,000 r.p.m., the E.G.R. solenoid valve through a squarewave signal.
Variation of this signal allows the E.G.R. coil to displace a shutter, thus controlling the flow of
burnt gas from the exhaust manifold to the inlet manifold. Two results will thus be obtained:
less air is let in;
the combustion temperature is lowered (due to the presence of inert gas), thus reducing the
formation of NOx (nitric oxides).
The injection control unit is constantly informed about the amount of recirculated gas by the
data from the air flow meter. In fact, if a certain amount of air (Qam) is to be sucked with a
given engine speed, and the value provided by the air flow meter (Qar) is smaller, the
difference (Qgr) will be the value of the recirculated gas amount.
Qam - Qar = Qgr
Qam – Stored theoretic air amount
Qar – Actual air amount
Qgr – Recirculated gas amount
The atmospheric pressure signal is used when driving the E.G.R. solenoid valve to recognize
the high-altitude driving condition, so as to reduce the amount of recirculated gas and avoid
engine smokiness.
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E.G.R. solenoid valve
The purpose of the Pierburg E.G.R. solenoid valve (fitted to the cylinder head) is to modulate
the exhaust gas flow to the intake, depending on the control of the injection control unit.
Modulation takes place by means of the inner solenoid (PWM-controlled by the control unit),
which actuates the control rod of the inner valve that conveys, after it has opened, the gas into
the inlet manifold.
E.G.R. valve body
Gas inlet from the exhaust manifold
Gas outlet to the inlet manifold
Solenoid positive
Solenoid negative
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3.3.2 Engine base vapour/gas recirculating system
The oil vapour emissions are controlled by means of an oil separator (1) that collects the
vapour from the engine base and the valve gear cover through pipe (2). Condensed vapour
returns to the sump through pipe (3), whereas non-condensed vapour is conveyed, through
pipe (4), to the turboblower air inlet sleeve.
1 Oil separator
2 Oil vapour outlet from the cover
3 Condensed vapour return to the sump
4 Pipe for sending the vapour to the intake
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3.3.3 Engine oil lubricating circuit
Below is a representation of the engine lubricating system.
Plummet with filter strainer
Oil pump
Oil filter (with replacement cartridge)
Engine oil cooling water/oil heat exchanger
Nozzle (timing chain lubrication)
Engine oil pressure warning light switch
Turboblower lubrication pipes
Engine oil level dipstick
Engine oil level maintaining and scraper ring bulkhead
Timing chain cover
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3.3.4 Heat exchanger and oil filter assembly
This assembly includes both the filter element and the heat exchanger (the latter features the
oil filling cap on its side).
1 Oil filling cap
2 Filter element cover
3 Water/oil heat exchanger
3.3.5 Engine oil pump
The engine oil is sucked by the sump through the vacuum generated by the rotation of the
gears force-fitted onto the drive shaft.
The vacuum is found starting from the gear partition bulkhead (1) up to the oil sump plummet.
Conversely, the pressure develops starting from the partition bulkhead (1) in all the engine oil
supply ducts (2).
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When pressure exceeds 5 bar, the thrust applied on relief valve (6) overcomes the reaction of
the spring underneath and moves the valve until the connecting duct (8) between pressure
chamber (7) and low-pressure chamber (5) is opened.
1 Partition bulkhead
2 Oil supply duct
3 Driven gear
4 Driving gear
5 Low-pressure chamber
6 Relief valve
7 Pressure chamber
8 Connecting duct between high and low pressure
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3.3.6 Engine cooling
Engine cooling system
Water pump
Engine coolant temperature sensor
Thermostat
Radiator
Electric fan
Feed tank
Engine oil heat exchanger
Vehicle interior heating radiator
E.G.R. exhaust gas heat exchanger
Water recirculation pipe
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3.3.7 Engine cooling tank and radiator
3.4 Engine cooling feed tank
In addition to feeding the circuit, the tank absorbs the cooling fluid volume variations as the
engine temperature changes.
By means of a special calibrated valve, included in the pressurized cap, the following will be
obtained:
air flows out of the circuit, which is collected by the pipe from the thermostat;
air flows in when the circuit is in vacuum condition (due to engine cooling).
Engine cooling radiator
It is made up of a core and two side trays for coolant inlet and outlet.
The core pipes and fins are made of aluminium, whereas the tanks are made of plastic.
3.4.1 Water pump and thermostat
Water pump
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The water pump is of the centrifugal, vane type, with pump body and impeller made of phenol
resin and arbor made of steel.
It is secured to the engine base and driven directly through the service belt.
Thermostat
1 EGR valve output
2 temperature sensor
3 oil filter output
4 radiator output
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It is fitted on the rear side of the cylinder head, and is used to keep the engine at the optimum
temperature:
if the temperature if less than 80 ± 2°C, the thermostatic valve (closed) diverts the fluid directly
toward the pump;
if the temperature is more than 80 ± 2°C, the thermostatic valve (open) conveys the cooling
fluid toward the radiator.
The engine water temperature sensor (connected to the injection control unit and the main
panel) is fitted onto the thermostat.
3.4.2 Water temperature control devices
Electric fans
The 2-speed electric cooling fans make it possible to increase the heat discharge capacity of
the radiator and/or air-conditioning system condenser.
They are controlled directly by the injection control unit according to a specific operating logic.
3.4.3
3.5 Service control
Construction
The single engine member drive belt (5) is of the poly-V type: it drives the alternator (1), water
pump (3) and air-conditioning compressor (6) (where available).
Tensioning is obtained by means of an automatic idler (2) that makes preventive maintenance
operations useless.
The drive shaft pulley (4) incorporates an elastic sector that reduces the torsion vibrations of
the drive shaft and the stress on the belt (and, therefore, on the engine’s auxiliary members).
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Alternator
Belt stretcher
Water pump
Drive shaft pulley
Engine member drive belt
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Versions with air conditioner.
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3.6 Fuel feed system
3.6.1 Features
This fuel injection system makes use of electronically controlled high injection pressure and
fuel supply obtained by means of one main injection and one or several pilot injections
(according to the engine’s operating conditions), which are electronically controlled by the
injection control unit through electric injector (CR1MI2.2). This system is capable of carrying
out up to five cycle injections (depending on the engine’s operating conditions).
The pressure value represents one of the main parameters in order to optimize fuel
consumption and exhaust smoke levels.
The engine control by means of several pilot injections makes preheating possible in the
combustion chamber, so as to avoid the pressure peak caused by quick combustion, thus
ensuring smoother operation, and also allows emissions to be further reduced.
The injection pressure can be controlled thanks to the construction features of the system,
which is equipped with a pressure pump, pressure regulator, pressure sensor and separate
electric injectors, all of which are managed by a control unit. Thus, the injection pressure is
independent from the engine rotation speed.
Below are the main features of the fuel feed system:
high injection pressure: 1,400 bar (75 HP) 1,600 bar (90 HP);
the injection pressure can be modulated from 150 to 1,400/1,600 bar under any working
condition of the engine;
fuel is let in up to 50 mm3/cycle within engine speeds of 100 to 5,200 r.p.m.;
accurate injection control, both as advance and duration;
one or two pilot injections before the T.D.C., manages according to the revs number and the
engine load, which make it possible to distribute the pressure into the combustion chamber
more evenly, with lower noise levels.
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From the pilot injection
To the multiple injection
Construction
The fuel feed system is divided into a low pressure circuit and a high pressure circuit.
Low pressure circuit
It is made up of the following items:
- auxiliary electric pump immersed into the tank;
- fuel filter with inner cartridge;
- fuel return manifold pipe;
- connecting pipes.
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Low pressure line
Low pressure circuit (75 HP)
Low pressure line
Low pressure circuit (90 HP)
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High pressure circuit
It is made up of the following items:
- pressure pump: CP1 (75 HP), CP1H (90 HP)
- single fuel manifold pipe with built-in pressure regulator and pressure sensor
- electric injectors CR1MI2.2
- connecting pipes.
High pressure line
Injectors (75 HP & 90 HP) = CR1MI2.2
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Assembly drawing
1 Fuel tank
2 Fuel filling pipe
3 Backflow pipe
4 Fuel filter
5 Fuel filter water sensor
6 Pressure pump
7 High pressure pipes
8 Single fuel manifold pipe (rail)
9 Electric injectors (CR1MI2.2)
10 Pipe from electric injectors to fuel return manifold pipe
11 Fuel return manifold pipe
12 Pressure regulator (DRV 2)
13 Fuel pressure sensor (RDS 4)
14 Fuel temperature sensor
15 Fuel heater
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3.6.2 Bosch CP1 high-pressure pump (75 HP)
Features
The high-pressure pump is of the CP1 Compact type, with three radial pistons (radialjet). The
pump features a capacity of 567 mm3/rev, and a rotation speed equal to half the rotation
speed of the drive shaft (step-down ratio: 2:1) (owing to the pump being fitted onto the
camshaft through an Oldham coupling). The pump needs no timing; moreover, it is lubricated
and cooled by the fuel flow that runs through it: the necessary flow is supplied by the lowpressure pump. The latter feeds the pump with a fuel amount that is always larger than the
engine needs, so as to make the fuel circulate back to the tank: by doing so, pump lubrication
and cooling will be achieved (the former taking priority over the latter).
Piston motion is obtained through a cam integral to the pump shaft: the latter actuates a
polygonal ring that acts on the piston foot.
Each pumping unit is equipped with a gate intake valve and a ball delivery valve.
The pump features a valve referred to as “shutoff valve", which makes it possible to protect the
pump in case of low flow rate from the low-pressure delivery, thus allowing the pumping units
and the eccentric mechanism to be lubricated.
1 Pressure pump
2 Oldham coupling for camshaft connection
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Efficiency **
Hydraulic pump efficiency
Pump revs [r.p.m.]
Pump efficiency
- increases as revs do
- decreases as pressure does
Construction
Each pumping unit is made up of the following items: three pistons (5) actuated by a cam (2)
integral to the pump shaft (6); one gate intake valve for each piston (3); one ball delivery valve
for each piston (4). The pressure pump must be fed with a pressure of at least 0.7 bar;
therefore, the fuel feed system is equipped with an auxiliary electric pump immersed into the
tank. The maximum discharge pressure reaches 1,400 bar.
The pressure pump is lubricated and cooled by the fuel itself through special channelling.
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Pump section
View of the three plungers
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CP1 pump diagram and section
CP1 pump section
a: Shut-off valve
b: Lubrication hole holeazione
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3.6.3 Bosch CP1H high-pressure pump (90 HP)
Return
High pressure
flow
outlet
Low pressure
inlet
KUEV valve
M-PROP
Features
The 90 HP engine features a Bosch CP1H high-pressure pump, which is a step forward
compared with the CP1 pump. Now, the high-pressure pump makes a system pressure of up
to 1,600 bar available in the rail. This has been achieved by reinforced drive, modified valve
units and measures taken to increase the body sturdiness. To ensure a sufficient amount of
fuel, the high-pressure pump has been set to reach a total flow rate of 160 l/h.
The required flow rate is adjusted continuously by means of the M-PROP solenoid valve,
found on the high-pressure pump. This valve adjusts the fuel amount let into the rail to the
system requirement. Such flow rate adjustment makes it possible to reduce both the highpressure pump power absorption and the maximum fuel temperature. The feed pressure
required for the high-pressure pump is made available by an electrically-operated fuel feed
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pump found in the tank module. The high-pressure pump volume flow rate is distributed as
follows:
approximately 22% is injected by the injectors and burnt in the cylinder;
approximately 28% is used to lubricate the high-pressure pump and is recovered through the
KUEV valve;
approximately 50% corresponds to the excess fuel recovered through the pressure
accumulator and the injectors.
KUEV valve
The purpose of this mechanic valve is to keep the pressure inside the pump constant (it
discharges any overpressure, to prevent pressure peaks from damaging the pump), and also
control the fuel flow needed to cool and lubricate the eccentric shaft and the plungers of the
CP1-H.
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M-PROP valve
This electronically-controlled valve is used to modulate the feed rate from the low pressure
circuit to the high-pressure pump by rotating a flap inside the valve directly controlled by the
ECM.
@I=0
amp max. flow rate (even if disconnected)
@ I = 2.5 amp zero flow rate
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DRV 2 pressure regulator
It is fitted onto the rail and controlled by the injection control unit. It is used to control the fuel
feed pressure to the electric injectors.
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The pressure regulator is essentially made up of the following items:
1 Round shutter
2 Pin
3 Valve
4 Preload spring (max. sealing pressure: 50 bar)
5 Coil
6 Body
7 Anchorage
8 Filter
Current graph depending on the DRIVING DUTY (PWM %)
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Pressure regulator
I OFF P=50 bar
PWM 1,000 HZ
I @ 1,600 bar 1.3 A
Pressure driving parameters:
75 HP
Idling engine rail pressure: 250 bar
Max. engine speed rail pressure: 1,400 bar
90 HP
Idling engine rail pressure: 250 bar
Max. engine speed rail pressure: 1,600 bar
3.6.4 Electric injectors and pipes
CR1- MI 2.2 electric injectors
The electric injectors are fitted onto the cylinder head and controlled by the injection control
unit.
The electric injector can be divided into two parts:
1 actuator/nozzle;
2 control solenoid valve.
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The electric injector operation can be divided into three phases.
REST POSITION: coil (4) is de-energized, and shutter (6) is in the closing position and does
not allow fuel to be let into cylinder Fc > Fa (Fc: due to the line pressure that acts on control
area 7 of rod 1; Fa: due to the line pressure that acts on feed volume 8).
START OF INJECTION: coil (4) is energized and causes shutter (6) to be raised.
The control volume fuel (9) flows out toward return manifold (10), thus causing a pressure
drop on control area (7). At the same time, the line pressure through feed duct (12) exerts a
force Fa > Fc in feed volume (8), thus causing pin (2) to be lifted, with resulting fuel flow into
the cylinders through holes (3) (such holes amount to 6 in the CR1 MI 2.2 injector; they feature
a diameter of 0.121 mm and a flow rate of 280 cm3 / 30 s at 100 bar).
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END OF INJECTION: coil (4) is de-energized and causes shutter (6) to go back to its closing
position, which gives rise to such a force balance that pin (2) is made to go back to its closing
position, and injection is terminated, accordingly.
IMA classification
Injector classification according to the IMA method aims at improving the engine performance
and emission levels, by properly matching the construction features of every single injector
with the software control strategies within the engine management control unit.
Thus, the production tolerances can be recovered: each injector is tested at 7 characteristic
operation points, associated with special control time and fuel pressure conditions, which
reproduce the engine’s typical operation points (idling, fully loaded, etc.).
The characteristic points are termed as follows:
• Main at full load
• Main at emission
• Pilot at emission
• Pilot at full load
• Pilot at idle
• Combi at 800 Bar
• Combi at 300 Bar
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The chart illustrates the characteristic curves of 4 injectors based on the control time (ET) for
various rail pressure levels. The axis of ordinates shows the amount of fuel delivered at every
injection instance (mm3/ciclo); the highlighted points are those where the measurements for
IMA classification are made.
The features of each electric injector are identified by a set of 9 alphanumeric characters
factory-printed on the electric injector body at the BOSCH premises.
The production plants of the POWERTRAIN engine have to receive and interpret the IMA
codes for every single electric injector (reading by means of a camera), in order to match the
same with the corresponding cylinder to which the injector is fitted, and also produce a label
that is put onto the timing belt cover. The FIAT bodywork plants match the engine
management control units with the respective software control strategies by means of special
in-line test equipment which reads the data shown on the label and then carries out the
operation with the diagnosis services described below.
The new spare control units and the ones supplied at the FIAT plant are delivered with a
standard default IMA code with a 00 hex value; the vehicles fitted with control units that have
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NOT yet been classified, can be handled even before the operation has been carried out by
means of suitable diagnosis equipment. Under these conditions, and prior to performing IMA
classification, the MIL (failure warning light) upon every Power On (key turned to MARCIA –
engine stopped or rotating) will be managed in the Blink (blinking) mode, and an error with
P1301 code and “current” status will be found in the error memory until classification has been
completed.
After classification has ended, the P1301 error will be automatically invalidated and will
become intermittent until Key-OFF.
To cause the DTC to be (automatically) cleared off the error memory, a key-OFF – key-ON
operation shall be carried out (complete with power latch) after classifying the four injectors.
The DTC can no longer appear over the entire control unit life cycle, after it has been cleared
off the error memory; the CCM cannot, after the operation has been carried out, be brought
back to the virgin state when classification has to be performed.
Classification shall ALWAYS be carried out at the FIAT production plant and at the Service
Centre every time the CCM control unit/injector needs be replaced.
Classification will not be completed until even one of the cylinders/injectors is worth 0x00; the
operation shall be necessarily carried out with the key turned to RUNNING and ENGINE
STOPPED.
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Below is the electric injector drawing:
Anchor
Anchor pin
Anchor guide
Shim
Anchor spring
Ring
Shell
Co-moulding
Cap
Ball
High-pressure ring
Shim
Core
Body
Spring
Reference dowel
Coil
Retaining nut
Rod
Full valve
Spring
Valve ball
Valve body
Adapter
Pin
Guide
Connector
Washer
Bar filter
IMA CODE
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3.6.5 Single fuel manifold pipe
3
1
5
4
6
8
7
9
2
1 COMMON RAIL (FR / LWR)
2 QUANTITY CONTROL VALVE (DRV 2)
3 PRESSURE SENSOR (RDS 4)
4 5 6 7 CR1-MI 2.2 INJECTOR FEED
8 FEED FROM HIGH PRESSURE (CP1 / CP1H)
9 RETURN (OVER FLOW)
Two types of single fuel manifold pipes (rail) are available: one standard, forged rail-FR for the
75 HP engine version; one standard laser-welded rail-LWR for the 90 HP engine versions,
fitted to the cylinder head on the intake side.
With a volume of approximately 20 cm³, it dampens the fuel pressure oscillations due to:
the pressure pump operation;
the opening of the electric injectors.
The difference between the two rails lies with the manufacturing procedure: one is forged
(FR), whereas the other is made with laser welds (LWR) that ensure more accurate
manufacture and higher resistance to high pressures (1,600 bar).
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The fuel pressure sensor (RDS 4) is fitted to one side of the RAIL delivery manifold, whereas
the pressure regulator (RDS 4) is connected to the other side.
The hydraulic, high-pressure connections between the pump-manifold and the electric
injectors-manifold are made by means of steel pipes with inner diameter of 2 mm and outer
diameter of 6 mm. With regard to these pipes, special wrenches shall be used for
disassembling and assembling, and a torque wrench shall be used when tightening to less
than 20 Nm.
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3.6.6 Fuel tank and components
Submergible pump assembly (complete with level gauge control)
The fuel electric pump is fitted into one single assembly into the level gauge and the fuel filter;
therefore, the components cannot be replaced as individual items.
The function of the fuel electric pump is to feed the high-pressure pump. It is fully immersed
into the fuel inside the tank. The pump unit is realized so as to obtain the maximum fuel level
in the suction area.
This function is implemented by means of a Venturi pipe placed on the suction return pipe with
respect to the one of the tank. The pumping unit is of the roller type and makes it possible to
achieve a flow rate of 160 litres/h.
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Pump tray
P max 8.5 bar
Venturi pipe
Electric pump
Pre-filter
The fuel electric pump includes a permanent-magnet electric motor (1) that controls the pump
impeller (2), and an end support cover (3) that contains the electric and hydraulic connections.
The electric pump stage is of the single, peripheral-flow type, with high performance in low
voltage and temperature conditions.
The advantages compared with the electric pumps operating according to the volumetric
principle are as follows:
- less weight;
- small dimensions.
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Power supply
13 V
Current absorption
4/6A
Pressure
2 to 4 bar
Flow rate
160 litres/h
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3.6.7 Inertia switch
The inertia switch is fitted to the right side, under the dashboard on the passenger side. In
case of vehicle collision, the switch cuts off the ground connection of the fuel electric pump
and, as a result, the fuel supply to the injection system.
A steel ball (1) fitted into a tapered housing (2) is normally kept secured through the attraction
force of an adjacent magnet.
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Under specific acceleration loads, the ball is released from the magnetic retainer and gradually
comes out of the tapered support with an upward movement, according to the cone angle.
Above the ball is a quick-connect mechanism (3) that makes up the normally closed (N.C.)
electric circuit.
The mechanism changes position when it is hit by the ball, from N.C. circuit to normally open
(N.A.) circuit, thus cutting off the fuel electric pump ground circuit.
The switch can be restored by pushing a button protected by a flexible cover (4).
NOTE. Following any collision (even a slight one), the switch shall not be actuated again if fuel
smell is smelt or leaks are found from the fuel feed system. The fault shall be located and
remedied, to avoid the risk of fire.
Otherwise, if no leak is noticed and the vehicle can be started, press the button to actuate the
electric pump again.
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3.6.8 Fuel filters
Description of components
The fuel filter (GREEN FILTER) is fitted to the engine compartment, on the right side.
It is made up of a plastic shell that incorporates a filtering cartridge made of synthetic material,
which is highly efficient in terms of performance, service life and water separation.
1 Diesel fuel inlet
2 Filtering cartridge (sealing O-ring supplied)
3 Temperature sensor
4 Diesel fuel outlet from the injection system
5 Diesel fuel outlet from the control valve toward the tank
6 Regulating valve inside the outlet
7 Water drain actuating screw
8 Water escape zone
9 Water presence sensor electric connection
10 Diesel fuel heater
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Water sensor
3.6.9 Fuel temperature sensor and heating device
The fuel filter is equipped with a fuel preheating device and a fuel temperature sensor through
a NTC thermistor fitted inside the cover.
The heater is controlled by the injection control unit depending on the signal of the fuel
temperature sensor.
Refer to the fuel temperature sensor for specifications.
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HEATER WIRING DIAGRAM
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NTC WIRING DIAGRAM
Batteries
Relays
PIN-OUT
1 SENSOR GROUND
2 TEMPERATURE SIGNAL (analog output toward the ECM)
3 POWER SUPPLY, 12 V (from the ECM)
4 GROUND
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3.7 Engine air feed circuit
1 Air filter complete with resonator
2 Digital air flow meter
3 Sleeve for connection with the turboblower
4 Turboblower with waste-gate (75 HP) VNT with VGT valve (90 HP)
5 Air-air heat exchanger (intercooler)
6 Intercooler-air inlet manifold connecting sleeve
7 Air intake (manifold)
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3.8 MJD 6F3 diesel engine management control unit
3.8.1 Features
The Magneti Marelli MJD 6F3 common rail is a high-pressure (1,400 bar, 75 HP – 1,600 bar,
90 HP) electronic injection system, with the possibility of modulating these pressures from 150
bar up to the maximum working value of 1,400/1,600 bar, regardless of the rotation speed and
the engine load:
operation at high engine speeds (up to 5,000 r.p.m. in full-loaded conditions);
injection control accuracy (advance and injection duration);
- less consumption;
- lower emission levels.
The main functions of the system are essentially as follows:
fuel temperature control;
engine coolant temperature control;
injected fuel amount control;
idling speed control;
fuel cut-off during the release phase (cut-off);
idling cylinder balancing control;
engine jerk prevent check;
acceleration exhaust smoke level control;
exhaust gas recirculation (E.G.R.) control;
max. torque restraint control;
peak r.p.m. restraint control;
preheating spark plug control;
air-conditioning system actuation control (vehicles equipped with A/C);
auxiliary fuel pump control;
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timing cylinder position control;
main and multiple injection advance control;
injection pressure closed cycle control;
electric balance control;
IMA injector calibration.
It is fitted to the engine compartment.
The control unit is of the "flash e.p.r.o.m." type, i.e. it can be re-programmed from outside
without acting on the hardware.
The injection control unit incorporates the absolute pressure sensor.
3.8.2 PIN-OUT
CONNECTOR A
Cylinder 4 injector positive
Not connected
Not connected
Fuel pressure regulator positive
Positive from the main relay
Fuel pressure sensor negative
Not connected
Fuel pressure sensor positive
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Low engine oil pressure sensor signal
Air flow meter air temperature signal
Not connected
Not connected
Not connected
Air flow meter air flow rate signal
E.G.R. solenoid valve negative
Cylinder 1 injector negative
Cylinder 2 injector positive
Not connected
Not connected
Not connected
Phase sensor negative
Not connected
Sucked air temperature and boosting pressure sensor positive
Sucked air temperature and boosting sensor negative
Phase sensor positive
Not connected
Air flow meter negative
Not connected
Engine coolant temperature sensor ground
Not connected
Cylinder 3 injector negative
Not connected
Not connected
Fuel pressure regulator negative
Not connected
Not connected
Not connected
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Fuel pressure sensor signal
Not connected
Air flow meter positive
Booster pressure signal
Not connected
Engine revs sensor positive
Not connected
Not connected
Cylinder 4 injector negative
Cylinder 1 injector negative
Cylinder 3 injector negative
Cylinder 2 injector negative
Not connected
Not connected
Not connected
Not connected
Engine coolant temperature sensor signal
Not connected
Phase sensor signal
Not connected
Not connected
Revs sensor negative
Not connected
Connector B
Control unit power ground
Control unit power ground
Control unit power ground
Control unit power supply (12 V)
Control unit power supply (12 V)
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Control unit power supply (12 V)
Electric fan 1 control (–)
Electric fan 2 control (–)
Not connected
Conditioner compressor linear sensor negative
Not connected
Not connected
Fuel temperature sensor ground
Not connected
Race 2 positive on the accelerator pedal potentiometer
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Key-controlled power supply
Not connected
Not connected
Not connected
Not connected
Request for air conditioner actuation from the control button
Engine revs number signal for robotized gearbox
Not connected
Not connected
Accelerator potentiometer race 2 negative
Not connected
Not connected
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Accelerator potentiometer race 1 negative
Not connected
Conditioner compressor linear sensor positive
Not connected
Not connected
High speed CAN 1 line
Accelerator potentiometer race 2 signal
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Direct power supply from the battery
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Not connected
Fuel temperature sensor signal
Not connected
Not connected
High speed H CAN 1 line
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Accelerator potentiometer race 1 signal
Communication line W
Not connected
Brake pedal switch signal (N.C.)
Not connected
Preheating control unit diagnosis input
Not connected
Not connected
Not connected
Spark plug preheating relay control
Fuel pump relay control
Fuel heater relay control
Not connected
Injection system failure warning light (MIL)
Air conditioning compressor control
Main relay control
Not connected
Not connected
Accelerator potentiometer race 1 power supply
Not connected
Not connected
Not connected
Air conditioner linear sensor signal
Diagnosis line K
Not connected
Diesel fuel filter water presence sensor signal
Not connected
Brake pedal switch signal (N.A.)
Clutch pedal switch
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3.8.3 Types of configuration
75 HP system with CP1 pump
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90 HP system with quantity control valve downstream the CP1 H pump
3.8.4 Operation
Operation logic
The MARELLI MJD6F3 Euro 4 engine control system (with EOBD) features multiple injection
control, from which the term “Multijet” is derived. Below is a short description of the system.
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Multiple injection
The multiple injection operation strategy makes it possible to accurately control the
combustion process within the cylinder. Injections are modulated so as to avoid too high
pressure gradients, which would cause the combustion noise to increase and the mechanic
components to be stressed unnecessarily.
Multiple injections make it possible to reduce the pollutants to a significant extent while
ensuring optimum engine performance. The engine management control unit can perform up
to 5 injections per engine cycle, which are referred to as follows:
- PILOT injection
- PRE injection
- MAIN injection
- AFTER injection
- POST injection.
Injection
Combustion
factor
T.D.C.
Four work areas can be identified in this application:
1 PILOT injection + PRE + MAIN
2 PRE injection + MAIN
3 PILOT injection + PRE + MAIN (with dwell time between PILOT and PRE > 1000 usec.)
4 MAIN injection
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EGR limit
Engine speed [r.p.m.]
Below is the information processed by the control unit to control the amount of fuel to be
injected:
- engine revs;
- cooling fluid temperature;
- boosting pressure;
- air temperature (from the air flow meter);
- sucked air amount;
- battery voltage;
- diesel fuel pressure;
- accelerator pedal position;
- diesel fuel temperature.
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3.8.5 Control unit ingoing/outgoing information diagram
1 Auxiliary fuel electric pump
2 Diesel fuel water presence sensor
3 Conditioner compressor (where available)
4 E.G.R. solenoid valve
5 Revs counter
6 Electric fans
7 Spark plug preheating control unit
8 Dual-trace accelerator pedal potentiometer
9 Dual brake pedal switch – clutch pedal switch
10 Fuel pressure sensor
11 Air flow meter
12 Cooling fluid temperature sensor
13 Fuel temperature sensor
14 Cruise Control (where available)
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15 Overpressure sensor
16 Phase sensor
17 Revs sensor
18 Speedometer
19 Battery
20 FIAT CODE (body computer)
21 Diagnosis connector
22 Pressure regulator
23 Electric injectors
24 Preheating spark plugs
25 Spark plug preheating warning light
26 Injection warning light
27 Max. water temperature warning light
28 Fuel water presence warning light
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3.9 Self-diagnosis
The control unit self-diagnosis system checks the signals from the sensors and compares
them with the permitted limit data.
3.9.1 FAULT SIGNALLING UPON VEHICLE START
Warning light ON until the engine has been started: test phase.
Warning light OFF after the engine has been started: no fault is found on the components that
affect the system safety.
Warning light ON when the engine is running: a fault is present.
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3.9.2 FAULT SIGNALLING DURING VEHICLE OPERATION
Warning light ON: a fault is present.
Warning light OFF: no fault is found on the components that affect the system safety.
RECOVERY
The control unit defines each time the type of recovery depending on the broken components.
The recovery parameters are managed by the components in good working order.
3.9.3 FIAT CODE recognition
The control unit exchanges, at the instant when it receives the key turned to “MAR” signal,
data with the body computer through the CODE function, to obtain start enable.
Engine control unit
Immobilizer
FIAT CODE
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3.10 Checks
3.10.1 Fuel temperature check
When the fuel temperature is 80°C (as measured by the sensor in the diesel fuel filter), the
ECM controls the pressure regulator in order to reduce the line pressure; if this is not enough,
it will also reduce the amount of injected fuel.
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3.10.2 Engine coolant temperature check
When the engine coolant temperature is higher than 105°C:
the ECM reduces the amount of injected fuel (i.e. reduces the engine power);
controls the cooling electric fans;
causes the cooling fluid temperature warning light to come on.
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3.10.3 Injected fuel amount check
The control unit carries out the following operations, depending on the signals from the
sensors and on the measured values:
controls the pressure regulator;
varies the “pilot” injection time over the entire revs range;
varies the “main” injection time.
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3.10.4 Idling speed check
The control unit processes the signals from the various sensors (engine revs; engine
temperature; vehicle speed) and adjusts the amount of injected fuel:
it controls the pressure regulator (DRV2);
it varies the injection time of electric injectors (CR1MI2.2).
Within some thresholds, the speed allows for the battery voltage.
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3.10.5 Fuel cut-off during the release phase (cut-off)
The control unit performs, during the accelerator pedal release phase, the following logics:
it sets the injection time to zero;
it partially varies the electric injector injection time before the idling speed is reached;
controls the fuel pressure regulator.
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3.10.6 Idling cylinder balancing check
The control unit checks, depending on the signals from the various sensors (engine revs;
vehicle speed; phase sensor), that the torque is correct until the idling speed is reached:
it varies the amount of injected fuel in every single electric injector (i.e. it varies the injection
time).
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3.10.7 Engine jerk prevent check
The control unit processes the signals from the various sensors (engine revs; vehicle speed;
engine temperature; accelerator pedal potentiometer; brake and clutch switches) and corrects
the amount of fuel to be injected in order to improve driveability by reducing the running jerks
through the opening time of electric injectors CR1MI2.2 and the amount control valve DRV2.
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3.10.8 Checking the exhaust smoke level during acceleration
In order to reduce the smoke during quick transients, the control unit reduces, depending on
the signals from the accelerator pedal potentiometer, the air flow meter and the engine revs,
the amount of fuel to be injected through:
- pressure regulator (DRV2);
- the injection time of electric injectors (CR1MI2.2).
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3.10.9 Exhaust gas recirculation (E.G.R.) check
According to the EURO 3/4 anti-pollution regulatory standard, the control unit reduces,
depending on the engine load and the signal from the accelerator pedal potentiometer, the
amount of sucked fresh air by partially sucking the exhaust gas through:
the adjustment of the electric E.G.R. valve opening.
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3.10.10
After Sales Training
Max. torque restraint check
The control unit calculates, depending on the revs number, the following values on preset
maps:
- the limit torque;
- the permitted smoke (limit) level.
It compares these minimum values and corrects the same by means of other parameters:
- cooling fluid temperature;
- engine revs number;
- vehicle speed;
- air temperature.
The control unit also controls the amount of fuel to be injected (pressure regulator – electric
injectors).
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3.10.11
After Sales Training
Max. r.p.m. restraint check
When the engine reaches 5,200 r.p.m., the control unit cuts off injector drive; as a result, the
feed pressure will be reduced.
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3.10.12
After Sales Training
Preheating spark plug check
During the phases below:
- starting phase,
- post-starting phase,
- the control unit manages timed operation of the spark plug preheating control unit (BITRON)
depending on the engine temperature.
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3.10.13
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Air-conditioning system actuation check
The control unit drives the air conditioner compressor:
by turning it ON/OFF when the respective switch is pressed;
by turning it off temporarily (i.e. a few seconds) in case of heavy acceleration or when the
maximum power is requested.
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3.10.14
After Sales Training
Auxiliary fuel electric pump check
Regardless of the revs number, the control unit:
powers the auxiliary fuel pump with the key turned to “MAR”;
cuts the auxiliary pump power supply off if the engine is not started within a few seconds.
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3.10.15
After Sales Training
Cylinder position check
The control unit recognizes, during every single engine rev, the cylinder in the bursting stroke
through the phase sensor, and controls the injection sequence to the proper cylinder.
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Main injection and pilot injection advance check
Depending on the signals from the various sensors (engine temperature; engine revs;
camshaft sensor; air mass meter including the absolute pressure sensor built into the control
unit itself), the control unit determines, according to internal mapping, the optimum injection
point based on the driving comfort and also the emission limits laid down by the EURO 3/4
standards.
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3.10.17
After Sales Training
Injection pressure closed cycle check
Depending on the engine load (as determined by processing the signals from the various
sensors, i.e. engine revs; engine temperature; RDS4 rail pressure sensor; fuel temperature),
the control unit drives the regulator in order to obtain optimum line pressure.
3.10.18
Electric balance check
The control unit varies the idling speed depending on the battery voltage:
it increases the injection time of electric injectors (CR1MI2.2);
it controls the line pressure by means of the pressure regulator (DRV2).
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Electric fan check
Depending on the engine water temperature and the coolant pressure in the air-conditioning
system, the control unit drives:
the actuation of the electric fans to the first or second speed.
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Cruise Control system check (where available)
Depending on the position of the Cruise Control control lever, the control unit directly controls
the amount of injected fuel to control and keep the vehicle speed stored in the memory.
A warning light (actuated by the control unit) on the dashboard indicates the system’s
operation or deactivation state.
The Cruise Control is temporarily disabled:
by pressing the brake pedal;
by pressing the clutch pedal;
the speed stored in the memory will be resumed by pressing the "Resume" button.
The Cruise Control will not be disabled in case heavy acceleration is requested (e.g. when
overtaking), and will resume the vehicle’s set speed as soon as the accelerator pedal is
released.
The ASR (antispin) function takes priority over the Cruise Control, for safety reasons.
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Summarizing list of components
Components / functions
75 HP
90 HP
HFM6
X
X
DRV2
X
X
High-pressure pump
CP1
CP1-H
NO
X
X
NO
DPF
OPT
OPT
Turboblower actuator
NO
X
Max. rail pressure
1400
1600
Injectors
CRI2-MI uSAC KS 6 x280
CRI2-MI uSAC KS 6 x280
Control system
DRV2 on the rail
MPROP in CP1-H + DRV2 on the rail
Multiple injection
Multiple injection
EGR control
EGR control
DPF control
DPF control
Oxygen sensor control
Oxygen sensor control
Cylinder balancing control
Cylinder balancing control
Injection correction control
Injection correction control
IMA procedure
IMA procedure
Boosting pressure sensor
(+ air temperature)
Boosting pressure sensor
(– air temperature)
Functions
VGT control
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3.11 Sensors
Revs sensor
It is fitted onto the engine base and “faces” towards the phonic wheel positioned on the engine
flywheel.
It is of the induction type, i.e. it operates through the variation of the magnetic field generated
by the passage of the phonic wheel teeth (60 – 2 teeth).
The injection control unit uses the revs sensor signal to:
determine the engine rotation speed;
determine the angular position of the drive shaft.
The figure illustrates the revs sensor components.
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1 Brass metal bushing
2 Permanent magnet
3 Plastic sensor body
4 Coil-winding
5 Polar core
6 Ring gear or phonic wheel
7 Coaxial two-wire cable or electric connection
PIN-OUT
Pin
1
2
Name
Type of signal
Phonic wheel signal
Frequency
(A)
output
Phonic wheel signal
Frequency
(B)
output
Technical features
Winding resistance: 790 Ω ± 20%
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Winding resistance: 680 mH ± 20% (f=1KHz)
The distance (gap) required between the sensor end and the phonic wheel to obtain correct
signals shall be included in the range of 0.8 to 1.5 mm.
This distance cannot be adjusted; therefore, if an out-of-tolerance gap value is found, verify
that the sensor and the phonic wheel are intact.
The diagram shows the sensor output signal in connection with the horizontal development of
the phonic wheel.
1 Toothed wheel contour
2 Revs sensor signal
3 Reference tooth
4 Measuring point for T.D.C. recognition
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Operation
The shift from the full to the empty condition, due to the presence or absence of the tooth,
causes a variation of the magnetic flux which is enough to generate an induced, alternating
voltage resulting from the count of the teeth placed onto one ring (or phonic wheel).
The frequency and amplitude of the voltage sent to the electronic control unit provide the latter
with the measurement of the drive shaft angular speed.
Cam or phase angle sensor
This is a Hall-effect sensor fitted to the overhead just next to the distributing shaft, on the
exhaust side.
A tooth is obtained on the overhead, which allows the phase sensor to signal the engine timing
position.
The injection control unit uses the phase sensor signal to know the top dead centres at the
end of the compression phase and also synchronize, during the starting phase, the injections
with respect to the position of the pistons.
Phase sensor
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Operation
A semiconductor layer, through which current flows, immersed into a standard magnetic field
(lines of force perpendicular to the direction of the current), generates a potential difference
(known as “Hall” voltage) at its ends.
If the current intensity remains constant, the generated voltage will depend only on the
magnetic field intensity. Therefore, it is enough for the magnetic field intensity to vary
periodically in order to obtain a modulated electric signal, the frequency of which is
proportional to the speed by which the magnetic field changes. To obtain this change, the
sensor is periodically moved near by a tooth obtained on the inner side of the pulley.
PIN-OUT
Pin
Name
1
Ground
2
Phase signal
3
Power supply
Type of
signal
Ground
Frequency
output
Input (12 V)
In the specific case of the phase sensor, this is powered by the engine management control
unit with 5 V.
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Every time the rotor passes in front of the sensor, the output voltage from the sensor is varied,
due to the Hall effect: this variation takes place during all the time when the rotor passes in
front of the sensor, then the signal returns to the initial value (5V).
N.B. If the sensor is faulty, the control unit will make use of internal emergency mapping which
will allow the engine to be started in any case.
Boosting pressure sensor
The boosting pressure sensor is fitted to the inlet manifold and makes it possible to measure a
suction pressure up to 1.5 bar (corresponding with 2.5 absolute bar).
The sensitive element consists of a piezoresistive element, the signal of which is amplified by
an electronic circuit built into the sensor. The sensor is directly powered by the electronic
control unit with 5 V and provides the output voltage directly proportional to the boosting
pressure.
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Overpressure sensor pin-out
Type of
Pin
Name
1
Power supply
Input (5 V)
2
Ground
Ground
3
Sensor output
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signal
Analog
output
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In the 90 HP engine version, the sensor also incorporates the boosting temperature sensor.
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Pin-out
1 Pressure signal output
2 Power supply from the control unit (5 V)
3 Temperature signal output
4 Ground
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Engine water temperature sensor
It is fitted to the thermostat and measures the water temperature by means of a NTC with
negative resistance coefficient.
Engine water temperature sensor features
Temperature
(C°)
Resistance (KΩ)
-40
48.80
-30
27.41
-20
15.97
-10
9.62
0
5.97
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10
3.81
20
2.5
30
1.68
40
1.15
50
0.81
60
0.58
70
0.42
80
0.31
90
0.23
100
0.18
110
0.14
120
0.11
130
0.08
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3.12 Air flow meter with built-in air temperature sensor (HFM 6)
Below are the advantages of the new air flow meter:
greater protection of the sensitive element put into the sensor against the air impurities
(particles, water, oil vapour, etc.);
greater measurement accuracy.
Below are the differences between the HFM6 air flow meter and the earlier versions:
air flow rate and temperature digital signals;
4-wire electric connection;
different channelling of the air flow which hits against the sensitive measuring element (new
by-pass);
turret welded to the air flowing duct;
protection grid at the air flowing duct outlet section (with oil vapour condensing function).
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The HFM6 air flow meter features a new plastic grid (1) positioned on the sensor housing duct
outlet section, which protects the measuring sensor (sensitive element) against the blow-by
vapour that might flow back during the engine switch-off phase.
In the digital air flow meter, the turret (2) is welded to the sensor housing duct and cannot
therefore be separated from it. In the analog air flow meter, the turret is secured to the duct by
means of two screws.
2
1
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Diagram for sucked air temperature ground digital meter
B
C
A
3
E
2
A = temperature value digital output
B = power supply (12 V)
C = ground
E = air flow value digital output.
1 = function generator
2 = data memory
3 = A/D converter.
DIGITAL AIR FLOW METER OPERATION
Temperature signal trend
In the digital air flow meter, the temperature value (sent to the engine management control
unit) is a signal of the PWM, duty-cycle type (fixed frequency).
The working voltage is 5 V, whereas the measuring interval ranges between –50 ºC and +150
ºC (with a resulting duty-cycle value in the range of 10% to 90%).
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1
2
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3
The resistive value variation is converted from analog into logic thanks to a “digital analog
converter” (3). The data item obtained is stored in a data memory (2). Data are sent to the
engine management control unit through a “function generator” (1).
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Air flow rate signal trend
In the digital air flow meter, the signal sent to the engine management control unit features an
amplitude of 5 V and is frequency-variable (1.4 kHz and 12 kHz).
An increase in inlet air flow rate is matched by an increase in the frequency of the output
signal from the meter (and, as a result, a decrease in the period value).
Air flow rate
Frequency output
Digital air flow meter: AIR FLOW RATE signal
To measure and check the signal amplitude (voltage: 5 V), a graphic voltmeter is needed. To
measure the frequency value, you will just need to use a multimeter with selection of the
frequency measurement and the respective prods connected as follows: one to the air flow
meter ground pin; one to the air flow rate signal pin.
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Fuel pressure sensor (RDS 4)
It is fitted to the end of the “rail” single fuel manifold pipe, and is used to provide the injection
control unit with a "feedback" signal in order to:
adjust the injection pressure;
adjust the injection time.
The sensor is powered directly by the engine management control unit with 5 V. The output
voltage varies in a linear fashion between 0.5 V (0 bar) and 4.5 V (1,500 bar).
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Fuel pressure sensor pin-out
Pin
Name
1
Ground
2
Sensor output
3
Power supply
Type of
signal
Ground
Analog
output
Input (5 V)
If the sensor is faulty, the control unit drives, through emergency mapping, the quantity control
valve (DRV2) so as to raise the bottom pressure by 100 bar (from 250 bar to 350 bar).
N.B. The engine can be started and operate even if the sensor is faulty.
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Accelerator pedal potentiometer
The sensor is made up of a frame secured to the accelerator pedal, which houses a shaft
placed in an axial position and connected with the two potentiometers (main potentiometer
and safety potentiometer).
A helical spring fitted onto the shaft ensures proper compressive strength, whereas one further
spring ensures the return when releasing.
Redundant signal reading makes it possible to continuously monitor the plausibility of
measured values, so as to ensure full driving safety even in case of failure.
Operation
The accelerator pedal position is converted into an electric voltage signal and sent to the
injection control unit from the potentiometer connected with its respective pedal.
The accelerator pedal position signal is processed together with the revs number data, to
obtain the injection time and pressure.
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Pin
1
2
Name
Race 2 power
supply
Race 1 power
supply
3
Race 1 ground
4
Race 1 signal
5
Race 2 ground
6
Race 2 signal
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Type of
signal
Input (5 V)
Input (5 V)
Ground
Analog
output
Ground
Analog
output
Technical features of the Bosch sensor
Supply voltage: 5 V ± 0.3 V
Resistance at the potentiometer cursor terminals: 1 KΩ ± 0.4 KΩ
Race 1 resistance: 1.2 KΩ ± 0.4 KΩ
Race 2 resistance: 1.7 KΩ ± 0.8 KΩ
Technical features of the hella sensor
Supply voltage: 5 V ± 0.3 V
Resistance at the potentiometer cursor terminals: 1 KΩ ± 0.4 KΩ
Race 1 resistance: 0.9 KΩ ± 35% ….1.4 KΩ ± 35%
Race 2 resistance: 1.2 KΩ ± 35% ….2.0 KΩ ± 35%
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3.13 VGT solenoid valve
Solenoid valve;
Rated voltage: 12 V
ELECTRIC FEATURES OF
Operating voltage range: 10 – 16 V
THE ACTUATOR
Control signal: PWM-modulated square wave
Modulation frequency: 500 Hz
Electric resistance: 15.4 ± 0.7 Ω at 20°C;
TYPE OF CONTROL
MEASURING MEANS
PWM (V=12V)
Oscilloscope or analog instrument (Examiner with
SMA)
UEGO oxygen sensor
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8-VALVE 1.4
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4 8-valve 1.4 engine
4.1 General remarks
The development of the 8-valve 1.4 engine has caused the Fire 8V engine to be shifted to the
segment B vehicles and light commercial vehicles. This engine can be compared with the Fire
1.2 16V MPI as far as performance is concerned, with better consumption levels and costefficiency.
The development of the 8-valve 1.4 engine has made it possible to cut down fuel consumption
by 6% (NED) through two actions:
the modification made to the valve train with smaller valve weight, and the introduction of lowload valve springs – both of these improvements have reduced fuel consumption by 2%
(NEDC);
the use of the CVCP (continuous phase variator) on the 8V engines, which helped cutting
down fuel consumption by 4%.
The power and, above all, the low-speed torque of this engine enhance the elasticity features
of Fiat Punto, ensuring smooth driving and quick pick-up without having to shift down, with
very good consumption levels.
The introduction of the continuous phase variator and a new concept of variable-turbulence
combustion chamber have made it possible to significantly reduce fuel consumption and
exhaust emission, especially when driving in the city traffic and out of town.
The new combustion chamber (with a compression ratio of 11:0), combined with the new
intake and exhaust pipes, the new inlet manifold, and optimized valve gear timing, ensure
bright performance, low fuel consumption and emission levels. The 1.4 engine complies with
the Euro 4 regulatory standard.
Below are the main features of this new engine:
8-valve, 4-cylinder in-line OHC engine;
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aluminium alloy head;
valve control by means of a camshaft and mechanic tappets of the bucket-and-adjust type;
electronically-controlled, hydraulic continuous phase variator;
cast iron engine block;
variable-turbulence combustion chamber;
fluid cooling with forced circulation by means of a centrifugal pump secured to the engine base
and sealed circuit;
radiator and auxiliary expansion tank;
engine timing by means of a timing belt;
flexible flywheel, with resulting reduction of the power unit vibrations transmitted inside the
passenger compartment;
power-driven, drive-by-wire throttled body and PCB control unit fitted onto the engine;
gear pump for forced lubrication;
optimized rod-piston crank mechanism for reduction of the alternate mass, which is the main
cause of engine vibration excitation;
single-block coils with ignition (elimination of lost sparks) and knock control on a cylinder-bycylinder basis;
Magneti Marelli engine control unit of the “torque-based” type (resistant to the engine’s
mechanic and thermal stress);
very low consumption and exhaust gas levels;
diagnosis through EOBD connector;
2 heated oxygen sensors and trivalent catalytic converter;
compliance with the Euro 4 standard.
The optimization of the valve gear timing and the introduction of such items as:
electronically-controlled, hydraulic continuous phase variator;
variable-turbulence combustion chamber;
special intake and exhaust ducts;
special inlet manifold;
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make it possible for the vehicle to reach optimum performance levels and also circulate, within
the combustion chamber, a significant amount of the exhaust gas (approximately 25%), thus
reducing to a considerable extent fuel consumption and exhaust emission when the vehicle is
being driven with a partial load.
8-valve 1.4 litre engine specifications
Engine type
1.4 8v
Displacement
1,368 cm³
Bore
72 mm
Stroke
84 mm
Intake valve diameter
N.D.
Exhaust valve diameter
N.D.
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Max. power / engine speed
57 KW / 6,000 r.p.m.
Max. power / engine speed
75 HP / 6,000 r.p.m.
Max. torque / engine speed
115 Nm / 3,000 r.p.m.
Compression ratio
11 : 1
Engine management control unit
Marelli 5SF3
Anti-pollution regulatory standard
Euro 4
60
135
55
130
50
125
45
120
40
115
35
110
30
105
25
100
20
95
15
90
10
85
5
80
0
75
Torque [Nm]
Rating [kW]
Torque curve and power curve
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Speed [r.p.m.]
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Engine identification codes
ENGINE
1.4 8V
TYPE CODE
350A1000
4.2 IAW 5SF injection/ ignition control unit
4.2.1 Injection system architecture
The Marelli IAW 5SF systems falls into the category of the integrated systems for:
• digital, electronic ignition with inductive discharge;
• static distribution;
• electronic injection of the phased, sequential type ( 1-3-4-2 ).
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The figure below provides an overall view of the system.
Fuel tank
Fuel electric pump
Multi-purpose valve
Safety valve
Fuel delivery pipe
Injection-ignition electronic control unit
Battery
Ignition switch
Inertia switch
Engine compartment branching-off control unit
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Air-conditioning unit
Fuel vapour cut-off solenoid valve
Injection phase sensor
Active carbon filter
Body computer (diagnosis connector and Fiat CODE signal)
Temperature and absolute pressure sensor
T.D.C. and revs sensor
Spark plugs
Coolant temperature sensor
Electric injectors
Throttle control actuator and throttle position sensor
Accelerator pedal potentiometer
Fuel feed manifold
Air filter
Ignition coils
Oxygen sensor (upstream)
System failure optical indicator
Revs counter
Catalyst
Oxygen sensor (downstream)
Atmospheric pressure sensor
Phase variator drive solenoid valve
Control unit ingoing/outgoing information diagram
Control unit ingoing/outgoing information diagram
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Electronic control unit
Phase variator drive solenoid valve
Body computer (with built-in Fiat CODE control unit)
Throttle control actuator and throttle position sensor
Electric injectors
Fuel vapour solenoid valve
Diagnosis connector
Spark plugs
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Ignition coils
High engine coolant temperature warning light
Injection failure warning light
Air-conditioning system
Engine coolant temperature sensor
Sucked air temperature and pressure sensor
Accelerator pedal sensor
Knock sensor
T.D.C. and revs sensor
Ignition switch
Oxygen sensor (pre-catalyst)
Fuel electric pump
Radiator electric fan high/low speed control remote-control switches
Speedometer / odometer
Oxygen sensor (post-catalyst)
Injection phase sensor
Fuel level sensor
Atmospheric pressure sensor
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4.2.2 Main features
The control unit is fitted onto the engine compartment on a support integral to the engine (see
photos) and is able to withstand high temperatures.
It is of the digital, microprocessor-operated type, and features very high calculating capacity,
low energy consumption and no maintenance requirements.
The function of the electronic control unit is to process the signals from the various sensors by
applying software algorithms, and also drive the actuators (in particular, the electric injectors,
ignition coils, and the power-driven throttle) in order to achieve optimum engine operation.
The introduction of the Fiat CODE protection system does not make it possible to exchange
control units among different Fiat Punto vehicles of the same engine version.
ECM (engine control unit)
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Control unit pin-out
Connector (vehicle side)
Connector (engine side)
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Connector A, vehicle side (Tyco 3-284272-0)
Pin
I/O/S
Supply source
1
S
Battery +30
2
S
+5V (ECU)
Function
Max. content
Battery output voltage
6,4 A @ 13.5V
Accelerator pedal potentiometer 1
power supply
100 mA @ 5 V
Linear pressure sensor AC and
3
S
+5V (ECU)
accelerator pedal potentiometer 2
100 mA @ 5 V
power supply
Not connected
4
5
I
Linear pressure sensor AC
6
Not connected
7
Not connected
8
I
0,01 mA @ 5 V
Engine oil level switch (not used)
9
Not connected
10
Not connected
11
Not connected
12
Not connected
13
Not connected
14
Not connected
10 mA @ 12 V
Linear pressure sensor AC and
15
S
sig_GND (ECU)
accelerator pedal potentiometer 2
ground
16
I
17
O
Engine management system remotecontrol switch
5 mA @ 16 V
400 mA @ 13,5 V
Not connected
18
19
Remote-control switch (key +)
I/O
D+ signal alternator
20
Not connected
21
Not connected
22
Not connected
23
Not connected
24
Not connected
gb Fiat Grande Punto OK
198 / 532
24 mA @ 5 V
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I
Reverse gear switch
27
Not connected
28
Not connected
29
Not connected
Pin
I/O/S
Supply source
Not connected
31
Not connected
I
10 mA @ 13.5 V
Function
30
32
After Sales Training
Not connected
25
26
Fiat Auto S.p.A.
FIAT PUNTO TRAINING OUTLINE
Max. content
Clutch pedal switch
33
Not connected
34
Not connected
10 mA @ 13.5 V
35
I
Speedometer pulse generator
10 mA @ 5 V
36
I
Engine oil condition sensor
2 mA @ 5 V
Not connected
37
Accelerator pedal potentiometer 2
38
I
39
I
Oil temperature sensor
5 mA @ 5 V
40
O
Starting motor remote-control switch
500 mA @ 13.5 V
signal
41
Not connected
42
Not connected
43
Not connected
44
Not connected
45
S
Sig_GND (ECU)
0.01 mA @ 5 V
Accelerator pedal potentiometer 1
ground
Not connected
46
Engine management system remote-
47
S
Main relay
48
S
Main relay
49
I/O
C-Can L
-
50
I/O
C-Can H
-
51
I
52
I
53
gb Fiat Grande Punto OK
control switch
Engine management system remotecontrol switch
Accelerator pedal potentiometer 1
signal
Brake pedal switch warning light
6,4 A @ 13.5V
6,4 A @ 13.5V
0.01 mA @ 5 V
10 mA @ 13.5 V
Not connected
199 / 532
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Not connected
54
55
I
Engine oil pressure sensor
4 mA @ 5 V
56
O
Fuel pump remote-control switch
500 mA @ 13.5 V
Not connected
57
58
O
59
O
Engine revs sensor for MTA
Engine cooling electric fan 2 remotecontrol switch
60
Not connected
61
Not connected
62
Pin
O
A/C compressor remote-control switch
I/O/S
63
O
64
O
40 mA @ 13.5 V
Supply source
Function
300 mA @ 13.5 V
200 mA @ 13.5 V
Max. content
Engine cooling electric fan 1 remotecontrol switch
Malfunction warning light
200 mA @ 13.5 V
200 mA @ 13.5 V
Connector B, engine side (Tyco 2-284272-9)
Pin
I/O/S
Supply source
Function
1
O
Coil 4 control
2
O
VVT solenoid valve
3
O
Coil 3 control
4
S
5
S
Pow_GND
Engine ground A
6
S
Pow_GND
Engine ground A
7
S
sig_GND (ECU)
9 A @ 16 V
9 A @16 V
Power supply from the main relay for
VVT solenoid valve
Phase sensor/air temperature sensor/
atmospheric pressure sensor ground
Not connected
8
9
Max. content
I
Engine revs sensor
10
Not connected
11
Not connected
12
Not connected
10 mA @ 5 V
Phase sensor/air temperature sensor/
13
S
+5V (ECU)
atmospheric pressure sensor power
100 mA @ 5 V
supply
14
gb Fiat Grande Punto OK
Not connected
200 / 532
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15
S
+5V (ECU)
O
Throttled body sensor power supply
Coil 1 control
100 mA @ 5 V
9 A @ 16 V
Not connected
18
19
After Sales Training
Not connected
16
17
Fiat Auto S.p.A.
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O
Coil 2 control
9 A @ 16 V
Not connected
20
21
S
Pow_GND
Engine ground A
22
S
Pow_GND
Engine ground A
23
I
Engine revs sensor
10 mA @ 5 V
24
I
Phase sensor
2 mA @ 5 V
25
Not connected
26
Not connected
27
Not connected
Pin
I/O/S
Supply source
Function
28
Not connected
29
Not connected
Max. content
30
I
Sensor 2 throttled body position
0.01 mA @ 16 V
31
I
Intake pipe pressure
0.1 mA @ 5 V
32
O
Oxygen sensor upstream the catalyst
1.4 A @ 16 V
33
O
Cylinder 4 injector
1.2 A @ 16 V
34
O
Cylinder 2 injector
1.2 A @ 16 V
35
S
sig_GND (ECU)
36
S
sig_GND (ECU)
Throttled body sensor ground
Engine water temperature sensor
ground
37
Not connected
38
Not connected
39
Not connected
40
Not connected
41
I
Knock sensor
0.01 mA @ 5 V
42
I
Oxygen sensor downstream the catalyst
0.01 mA @ 5 V
43
I
Oxygen sensor upstream the catalyst
0.01 mA @ 5 V
44
I
Sensor 1 throttled body position
0.01 mA @ 16 V
45
I
Engine water temperature sensor
5 mA @ 5 V
46
Not connected
47
Not connected
gb Fiat Grande Punto OK
201 / 532
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48
S
49
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sig_GND (ECU)
After Sales Training
Knock sensor ground
0.01 mA @ 5 V
O
Cylinder 3 injector
1.2 A @ 16 V
50
O
Cylinder 1 injector
1.2 A @ 16 V
51
O
Canister solenoid valve
1.2 A @ 16 V
52
O
Throttled body actuator negative
6 A @ 16 V
53
Not connected
54
Not connected
55
Not connected
56
Not connected
57
O
Pin
58
I/O/S
S
Throttled body actuator positive
Supply source
sig_GND (ECU)
6 A @ 16 V
Function
Max. content
Ground for oxygen sensor downstream
the catalyst
0.01 mA @ 5 V
Not connected
59
60
S
61
I
sig_GND (ECU)
Ground for oxygen sensor upstream the
catalyst
0.01 mA @ 5 V
Atmospheric pressure sensor
Not connected
62
63
I
Sucked air temperature
2.5 mA @ 5 V
64
O
Oxygen sensor downstream the catalyst
1.4 A @ 16 V
gb Fiat Grande Punto OK
202 / 532
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4.3 Components
4.3.1 Electric injectors
Description
The electric injectors are of the miniature (Pico) type; they are powered with 12 V and feature
internal resistance of 13.8 ÷ 15.2 Ω at 20°C.
The injectors are secured by the fuel manifold, which pushes the injectors themselves into
their respective seats obtained in the inlet manifold pipes, whereas the fluoridated rubber Orings (1) and (2) ensure the sealing on the intake manifold and the fuel manifold.
Fuel is fed from the upper part (3) of the electric injector, the body of which includes the
winding (4) connected to the terminals (5) of electric connector (6).
Fuel
manifold
Intake
manifold
The fuel jet comes, at the absolute pressure of 3,5 bar, out of the injector and is immediately
atomized.
Operation
The injector control logic is of the “phased, sequential” type, i.e. the four injectors are
controlled according to the intake phases of every single cylinder.
gb Fiat Grande Punto OK
203 / 532
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Electric features
Engine management
system remotecontrol switch
5
4
8
3
7
6
2
1,2,3,4: Electric injectors
5,6: Junction
7:ECM
8:FDU (Engine management remote-control switch)
gb Fiat Grande Punto OK
204 / 532
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Position of injectors on the vehicle
Injector housing on the intake pipe
1
gb Fiat Grande Punto OK
2
205 / 532
3
4
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Pin-out
Component
Component
connector pin
Electric injector
1
Component
I/O/S
1
S
2
I
Component
connector pin
S
2
I
connector pin
from the battery
Electric injector 2
control
I/O/S
1
S
2
I
Electric injector
3
gb Fiat Grande Punto OK
Function
Power supply
2
Component
from the battery
control
Electric injector
Component
Power supply
Electric injector 1
I/O/S
1
Function
Function
Power supply
from the battery
Electric injector
3 control
206 / 532
Receiving
Receiving
Receiving
item pin
item pin
item pin
3 (junction)
1 (junction)
D1 (FDU)
50 (ECM
1 (junction)
—
connector B)
Receiving item
Receiving item Receiving
pin
pin
item pin
3 (junction)
1 (junction)
D1 (FDU)
2 (junction)
34 (ECM
connector B)
—
Receiving item Receiving
Receiving
pin
item pin
item pin
3 (junction)
1 (junction)
D1 (FDU)
4 (junction)
49 (ECM
connector B)
—
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Component
FIAT PUNTO TRAINING OUTLINE
Component
connector pin
I/O/S Function
1
S
2
I
Power supply
from the battery
Fiat Auto S.p.A.
After Sales Training
Receiving
Receiving
Receiving
item pin
item pin
item pin
3 (junction)
1 (junction)
D1 (FDU)
Electric injector
4
gb Fiat Grande Punto OK
Electric injector 4
control
207 / 532
5 (junction)
33 (ECM
connector B)
—
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4.3.2 Ignition coils
Description
The coils are integrated into one single body secured to the engine head. They are of the
magnetic closed circuit type, i.e. made up of a plate pack, the core of which (made of silicon
steel interrupted by a small gap) carries both windings.
Operation
The windings are covered by a stamped plastic container and insulated by being immersed
into a epoxy resin and quartz compound that gives them outstanding dielectric, mechanic and
thermal properties, since they are able to withstand very high temperatures, too.
The vicinity of the primary to the magnetic core makes it possible to reduce the magnetic flux
loss, thus making the most of the coupling on the secondary.
gb Fiat Grande Punto OK
208 / 532
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N.B. When the ignition module is being assembled, first tighten the two screws located
outside, and then tighten the central screws to the specified torque value. Otherwise, the
module might be broken.
Position of components
1
2
1
1,1,2: Tightening order for the ignition module fastening screws
gb Fiat Grande Punto OK
209 / 532
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1
4
3
1,2,3,4: Spark plug outlets
Electric features
Primary circuit resistance: 0.5 Ω ± 10% at 23 ± 3°C
Secondary circuit resistance: 6.0 kΩ ± 10% at 23 ± 3°C.
gb Fiat Grande Punto OK
210 / 532
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3
4
Cylinder 3 Cylinder 4 Cylinder 2 Cylinder 1
5
2
1
1: ECM
2: FDU (engine management remote-control switch)
3: Ignition module
4: Junction
5: Engine ground B
gb Fiat Grande Punto OK
211 / 532
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Pin-out
Component
connector
Component
I/O/S
Function
pin
Receiving item
pin
Remarks
The wires
1
S
Power supply from the
main relay
1 (JUNCTION)
reaches
FDU until
pin D1
Coils
gb Fiat Grande Punto OK
2
I
Cylinder 1 ignition control
17 (ECM connector B) —
3
I
Cylinder 2 ignition control
19 (ECM connector B) —
4
I
Cylinder 3 ignition control
3 (ECM connector B) —
5
I
Cylinder 4 ignition control
1 (ECM connector B) —
6
S
Engine ground
Engine ground B
212 / 532
—
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4.3.3 Petrol vapour recovery solenoid valve (canister)
Electric features
Engine management
system remote-control
switch
2
4
3
1
1: ECM
2: FDU (engine management remotecontrol switch)
3: Junction
4: Canister solenoid valve
gb Fiat Grande Punto OK
213 / 532
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Position of components on the vehicle
Canister
gb Fiat Grande Punto OK
214 / 532
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Pin-out
Component
Component
connector pin
1
I/O/S
S
Function
Power supply
from the battery
Receiving item
pin
Remarks
The wire
7 (junction)
reaches FDU
until pin D3
Petrol vapour
recovery
solenoid valve
2
gb Fiat Grande Punto OK
I
Canister valve
51 (ECM
control
connector B)
215 / 532
—
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4.3.4 Throttled body
Description
The throttled body is secured to the inlet manifold and controls the amount of air sucked by the
engine.
The injection control unit controls, depending on the signal from the accelerator pedal
potentiometer, the opening of the throttle by means of a direct-current motor integrated into
the throttled body.
Operation
The opening of the throttle takes place from 0° to 82°, thus including the idling speed control.
The throttled body is equipped with two integrated potentiometers, so that the injection control
unit knows when either of them is broken.
In the event that both potentiometers are broken, or if the power supply is missing, the control
unit will, depending on the accelerator pedal position, perform a recovery strategy, with
resulting degraded operation (which will be perceived by the driver), and disables EOBD
diagnosis.
The replacement of the throttled body or injection control unit or air intake manifold does not
ask for the execution of the self-learning procedure.
Position on the vehicle
gb Fiat Grande Punto OK
216 / 532
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Throttle
Potentiometers
gb Fiat Grande Punto OK
Motor
217 / 532
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Electric features
1
2
1: ECM
2: Throttle actuator
gb Fiat Grande Punto OK
218 / 532
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Pin-out
Component
Component
I/O/S
connector pin
Function
Receiving item pin
1
O
Potentiometer 1 position
44 (ECM connector B)
2
S
Power supply from the ECU
15 (ECM connector B)
3
I
Throttle motor positive
57 (ECM connector B)
4
O
Potentiometer 2 position
30 (ECM connector B)
5
I
Throttle motor negative
52 (ECM connector B)
6
S
Ground from the ECU
35 (ECM connector B)
Throttled body
Recovery
In case of failure, a value is set, which is calculated starting from the values read by the
absolute pressure sensor: if the latter is broken, a fixed value equal to 50° throttle opening will
be set.
The dash-pot and mixture ratio/idling speed self-adapting strategies will be blocked.
gb Fiat Grande Punto OK
219 / 532
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4.3.5 Hydraulic valve for camshaft phase control
Electric features
1
2
1: Camshaft phase control valve
2: ECM
gb Fiat Grande Punto OK
220 / 532
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Position on the vehicle
Phase control valve
gb Fiat Grande Punto OK
221 / 532
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Pin-out
Component
Component
connector pin
I/O/S
1
S
2
S
Function
Receiving item pin
Power supply form the main
relay
4 (ECM connector B)
Valve
Ground from the ECU
2 (ECM connector B)
Recovery
In the event that the phase variator has got stuck in a position (max. advance, max. delay, or
an intermediate position) due to a mechanic fault to the variator or short-circuit to the variator
drive solenoid valve, the solenoid valve will not be controlled by the ECM any longer.
In the event that the variator is slow, the ECM will control the solenoid valve so as to hold the
variator in a max. advance position (rest position).
gb Fiat Grande Punto OK
222 / 532
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4.3.6 Head
The aluminium head is characterized by a peculiar shape (see Figure “A”) that makes it
possible to obtain a variable-turbulence combustion chamber. This feature, combined with the
new intake and exhaust pipes and optimized valve gear timing, ensure bright performance,
low fuel consumption and emission levels. Moreover, this system makes it possible to
recirculate a considerable amount (approximately 25%) of the exhaust gas in the combustion
chamber.
Figure “A”
Exhaust gas
masking
gb Fiat Grande Punto OK
223 / 532
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Intake whirl
Exhaust gas
whirl
Intake tangent to
the opening
Variable-turbulence system
gb Fiat Grande Punto OK
224 / 532
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Technical drawing
gb Fiat Grande Punto OK
225 / 532
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4.3.7 Pistons
gb Fiat Grande Punto OK
226 / 532
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4.3.8 Inlet manifold
Newer inlet manifold.
gb Fiat Grande Punto OK
227 / 532
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4.3.9 CVCP continuous phase variator
The Fire 1.4 8V engine is equipped with a continuous phase variator (Continuos Variable Cam
Phaser), i.e. a device capable of continuously modifying, during operation, the position of the
camshaft with respect to the drive shaft, thus obtaining an engine timing variation.
Thus, the engine will at any instant be operating with optimum timing in terms of fuel
consumption.
An approximate 5% reduction of consumption over the NEDC cycle is achieved.
The phase variator modifies the engine timing in the delay direction.
By delaying the intake valve opening and the exhaust valve closing, a portion of the intake
stroke (the greater the phase variator stepping, the greater such portion) will take place with
the intake valve closed and the exhaust valve still open, whereby a portion of the burnt gas will
be sucked by the exhaust (EGR). Such gas will take the place of a portion of the cylinder
volume (less displacement). In order to let the same amount of fresh air in, and achieve the
same engine performance (i.e. the same torque/power) at that operation point, the throttle will
have to be opened further. The engine operation (performance being equal) with the throttle
opened to a larger extent will reduce the pumping loss that occurs during the charge
replacement phase (exhaust/intake phases); thus, consumption will be reduced significantly.
gb Fiat Grande Punto OK
228 / 532
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Intake
Intake valve
timing delay
shift
Valve lift [mm]
Exhaust valve timing
delay shift
Crank angle [°]
Description
The CVCP is fully managed by the engine management control unit (ECM) which:
Identifies the camshaft position through the phase sensor;
modifies this position based on the engine operation point, according to a calibrated map;
keeps the camshaft position under control.
gb Fiat Grande Punto OK
229 / 532
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The CVCP is made up of:
a rotor integral to the camshaft that can rotate with respect to the pulley (stator) set moving by
the drive shaft;
Stator
Rotor
gb Fiat Grande Punto OK
230 / 532
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a box solenoid valve that allows oil to flow into the openings, by making the advance or delay
openings to be connected with the oil channels in the engine head.
Position on the vehicle
gb Fiat Grande Punto OK
231 / 532
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Operation
Engine oil inlet from the head
Check
OCV control
Oil drain into
valve
the head
Camshaft pulley
Rotor
Stator
Spaces
ECU
gb Fiat Grande Punto OK
Engine revs sensor
232 / 532
Phase sensor
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The engine oil flows into the tappet cover at point 1 and then into the channel to the right (2).
2
1
gb Fiat Grande Punto OK
233 / 532
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The engine oil reaches the box valve seat through a hole (flywheel side) in the tappet cover
(1).
The oil flows into the valve through a filter (2).
1
2
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The box solenoid valve makes the rotor advance or delay openings to communicate with the
oil channels in the engine head through two holes (1, 2). A hole conveys the pressure oil to set
the rotor blade moving, whereas the other is made to communicate with the drain (3) by the
solenoid valve. Therefore, each of holes 1 and 2 ( 1, 2 ) will always act an in inlet (in the
direction of the variator) and an outlet (in the direction of the head, respectively, depending on
whether the phase is to be delayed or advanced by the engine control unit.
2
1
3
The following figures (a, b, c, d) illustrate the section that makes the solenoid valve and the
phase variator to communicate with each other.
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a
b
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c
d
As we have said above, the phase variator is made up of a rotor and a stator. The rotor is
equipped with blades and moves due to the effect of the engine oil pressure in the blades
themselves. Two openings (advance and delay openings) are obtained at the sides of each of
the blades: the engine oil may flow into either opening.
The pressure of the oil flowing into an opening pushes the blade on one side, whereas the oil
found in the other opening is drained into the engine head through the solenoid valve (as we
have said above, one of the holes on the solenoid valve is made to communicate with the
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drain by the solenoid valve itself). Thus, the rotor – and, therefore, the camshaft – is made to
rotate in one given direction (advance or delay).
If the oil flows into both openings alternately and continuously for an equal time period,
dynamic pressure balance will be achieved at the two rotor sides: as a result, the rotor will be
stationary.
The advance position corresponds to the rest position: in fact, the spring that acts as a flexible
coupling (i.e. prevents the camshaft play from occurring especially when the vehicle is started,
due to poor oil pressure) is loaded to the advance position.
Spring
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Stator
Rotor
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Blades on the rotor
Effects of delay timing variation
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4.4 Sensors
4.4.1 Knock sensor
Description
The piezoelectric knock sensor is fitted to the engine base and measures the intensity of the
vibrations caused by the knock in the combustion chamber.
The knocks generate a mechanic rebound on a piezoelectric crystal that sends a signal to the
control unit: the engine control unit will, based on this signal, reduce the ignition advance until
the phenomenon disappears. Next, the advance is gradually restored to the base values.
Position on the vehicle
1: phase sensor
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Operation
The molecules of a quartz crystal are characterized by electric polarization.
In rest conditions (A), the molecules doe not feature a peculiar orientation.
When the crystal is subjected to pressure or a collision (B), the molecules orient themselves:
the higher the pressure to which the crystal is subjected (quartz characteristic), the more
pronounced the molecule orientation.
Such orientation generates a voltage at the crystal ends. Therefore, such voltage is the result
of the vibrations generated by the burst in the various cylinders.
The reference wave amplitudes are mapped in the engine control unit (with correct engine
operation).
The engine control unit interprets the wave amplitudes differing from the reference ones as
failed ignition; therefore, it will actuate an emergency program.
A. Rest position
B. Position under pressure
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Electric features
• resistance: 532÷588 Ω at 20°C.
1
2
1: ECM
2: Knock sensor
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Pin-out
Component
Component
I/O/S
Function
1
O
Knock sensor signal
2
S
Ground from the ECU
connector pin
Receiving item pin
41 (ECM
connector B)
Knock sensor
48 (ECM
connector B)
Recovery
In case of sensor failure, the engine management control unit actuates more conservative
ignition advance “maps” in order to protect the engine.
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4.4.2 Oxygen sensor
Description
Two oxygen sensors are available: one upstream and one downstream the catalyst.
The oxygen sensor upstream the catalyst is used to check the combustion result. The control
unit analyzes its signal and corrects the stoichiometric ratio so as to always keep combustion
within the limits necessary for emissions.
The oxygen sensor downstream the catalyst is used to check the actual efficiency of the
catalyst: the control unit analyzes its signal and informs you of catalyst deterioration through
the MIL warning light.
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Position on the vehicle
1
2
1: oxygen sensor upstream the catalyst
2: oxygen sensor downstream the catalyst
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Electric features
1
Engine management
system remote-control
switch
1:FDU (engine
management remotecontrol switch)
2: ECM
3: Oxygen sensor
upstream the catalyst
4: Oxygen sensor
downstream the catalyst
5: Junction
5
4
2
3
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Pin-out
Component
connector
Component
I/O/S
Receiving item
Function
pin
Oxygen
1
O
Oxygen sensor signal
2
S
Ground from the ECU
3
I
43 (ECM
catalyst
4
Component
Oxygen sensor
Component
S
60 (ECM
32 (ECM
control
connector B)
O
Oxygen sensor signal
2
S
Ground from the ECU
3
I
4
S
downstream the
catalyst
7 (Junction)
battery
1
Receiving item pin
42 (ECM connector
B)
58 (ECM connector
B)
64 (ECM connector
control
B)
battery
reaches FDU
until pin D3
Oxygen sensor heating
Power supply from the
—
The wire
Power supply from the
Function
—
connector B)
Oxygen sensor heating
I/O/S
connector pin
—
connector B)
sensor
upstream the
Remarks
pin
7 (Junction)
Remarks
—
—
—
The wire reaches
FDU until pin D3
4.4.3 Engine revs number sensor
Description:
It is fitted to the engine base and “overlooks” the phonic wheel positioned on the drive shaft
pulley.
It is of the inductive type, i.e. it works through the magnetic field variation generated by the
passage of the phonic wheel teeth (60-2 teeth).
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The injection control unit uses the revs sensor signal to:
determine the rotation speed;
determine the angular position of the drive shaft.
Operation
The sensor is made up of a tubular casing (1) which incorporates a permanent magnet (3) and
an electric winding (2).
The magnetic flux created by the magnet (3) undergoes, due to the passage of the phonic
wheel teeth, oscillations resulting from the gap variation.
These oscillations induce an electromotive force in the winding (2): an alternately positive
(tooth facing the sensor) and negative (slot facing the sensor) voltage is found at the winding
ends.
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1. Sensor
2. Output signal
3. Signal corresponding to the two missing teeth
4. Drive shaft pulley with phonic wheel
The sensor output voltage peak value depends, other factors being equal, on the distance
between the sensor and the tooth (gap).
Sixty teeth are obtained on the phonic wheel; two of these teeth are removed so as to make a
reference: the wheelbase will therefore correspond to an angle of 6° (360° divided by 60
teeth).
The synchronism point is recognized at the end of the first tooth following the space of two
missing teeth: when the latter passes below sensor, the engine’s piston pair 1-4 will be found
at 114° before the T.D.C.
Electric features
resistance = 1134 ÷ 1386 Ω at 20°C.
The distance (gap), required to obtain correct signals, between the sensor end and the phonic
wheel shall be in the range of 0.5 to 1.5 mm.
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2
1
1: Revs sensor
Engine pulley
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The engine revs sensor seat has no adjustments; therefore, the sensor
assembling poses no problem.
Pin-out
Component
Component
I/O/S
Function
Receiving item pin
1
O
Engine revs signal A
9 (ECM connector B)
2
O
Engine revs signal B
23 (ECM connector B)
connector pin
Engine revs
number sensor
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4.4.4 Phase sensor
Description
The sensor is of the “Hall-effect” type. A semiconductor layer, through which current flows,
immersed into a standard magnetic field, generates a potential difference (known as “Hall”
voltage) at its ends.
1
1: Phase sensor
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Operation
The pulley on the cam axle is made up of 4 projections. During the pulley rotation, the distance
between the pulley and the phase sensor varies, and a low voltage signal is generated at each
projection.
Conversely, when these projections are not found, the sensor will generate a higher voltage
signal.
It follows that the high signal alternates with the low signal four times every single engine
cycle.
This signal, together with the T.D.C. and revs signal, allows the control unit to recognize the
cylinders and determine the injection and ignition point.
Electric features
1: Ground
2: Output or signal
3: Supply voltage
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1
2
1: ECM
2: Phase sensor
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Pin-out
Component
Component
Phase sensor
gb Fiat Grande Punto OK
connector pin
I/O/S
Function
Receiving item pin
1
S
Ground from the ECU
7 (ECM connector B)
2
O
Phase sensor signal
24 (ECM connector B)
3
S
Power supply from the ECU
13 (ECM connector B)
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4.4.5 Engine coolant temperature sensor
Description
It is fitted to the thermostatic unit and measures the water temperature by means of a NTC
sensor with negative resistance coefficient.
Construction
The figure below illustrates the sensor construction.
1: NTC resistor
2: Sensor body
3: Electric connector
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Operation
The reference voltage for the injection system NTC element is 5 V. Since the input circuit in
the control unit has been designed as a voltage divider, such voltage is distributed between a
resistor available in the control unit and the sensor’s NTC resistor.
It follows that the control unit is capable of evaluating the sensor resistance variations through
the voltage variations, and thus obtaining the temperature piece of information.
°C
Ω
-20
15971
-10
9620
0
5975
10
3816
20
2502
25
2044
30
1679
40
1152
50
807
60
576
70
418
80
309
90
231
100
176
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Electric features
2
1
1: ECM
2: Engine water temperature sensor
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Pin-out
Component
Component
connector
I/O/S
Function
Receiving item pin
pin
1
O
Engine temperature signal 45 (ECM connector B)
2
S
Ground from the ECU
Engine water
temperature
sensor
36 (ECM connector B)
Recovery
Coolant temperature sensor.
In case of failure, the ECU cuts out the idling mixture ratio self-adaptation.
It sets the latest measured temperature value; in the event that it does not correspond with the
running speed one, the ECU will increase it gradually depending on the time since the engine
start, until a temperature of 80 °C is reached.
The radiator cooling fan is actuated.
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4.4.6 Sucked air pressure and temperature sensor
Description
The sucked air pressure and temperature sensor is an integrated component used to measure
the pressure and temperature of the air inside the inlet manifold.
Both of the above pieces of information are used by the injection control unit to define the
amount of air sucked by the engine: the latter piece of information is subsequently used to
calculate the injection time and the ignition point. The sensor is fitted to the inlet manifold.
Position on the vehicle
Sucked air pressure and temperature sensor
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Operation
The air temperature sensor is made up of a NTC (Negative Temperature Coefficient)
thermistor.
The resistance exhibited by the sensor decreases as the temperature increases.
The control unit input circuit distributes the 5 V reference voltage between the sensor
resistance and a fixed reference value, thus obtaining a voltage proportional to the resistance
(and, therefore, to the temperature).
The pressure sensor sensitive element is made up of a Wheatstone bridge silk-screen printed
on a ceramic membrane.
The absolute reference vacuum is found on one face of the membrane; the vacuum found in
the inlet manifold acts on the opposite face.
The signal (of a piezoresistive nature) resulting from the distortion suffered by the membrane
is amplified by an electronic circuit contained in the support that houses the ceramic
membrane and is then conveyed to the engine management control unit.
The diaphragm bends, with the engine off, depending on the atmospheric pressure value;
thus, the exact altitude information is obtained, with the key inserted.
During the engine operation, the effect of the vacuum causes a mechanic action on the sensor
membrane: the latter bends, thus making the resistance value to change.
Since the power supply is strictly kept constant (5 V) by the control unit, the resistance value
variation causes the output voltage value to vary, too.
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Electric features
The figure below illustrates the sensor’s electric features.
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1
2
1: ECM
2: Sucked air pressure and temperature sensor
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Pin-out
Component
Component
Sucked air
pressure &
temperature
sensor
connector pin
I/O/S
Function
Receiving item pin
1
S
Ground from the ECU
7 (ECM connector B)
2
O
Temperature sensor signal
63 (ECM connector B)
3
S
Power supply from the ECU 13 (ECM connector B)
4
O
Pressure sensor signal
31 (ECM connector B)
Recovery
If the error is found upon vehicle starting:
• a value of 50 °C is assumed;
• the mixture ratio self-adaptivity is cut out.
If the error is found in the other conditions:
• the latest valid value is stored, which is updated depending on the coolant temperature.
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4.4.7 Accelerator pedal potentiometer
Description
The accelerator pedal features two built-in potentiometers:
one main potentiometer;
one safety potentiometer.
.
Operation
The sensor is made up of a frame (secured to the accelerator pedal support) which
incorporates a shaft placed in an axial position and connected to the dual-race potentiometer.
A helical spring fitted onto the shaft ensures proper compressive strength, whereas one further
spring ensures the return when releasing.
Operating range: 0° to 70°; mechanic stop at 88°.
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Electric features
1
2
3
1: ECM
2: Junction
3: Dual accelerator pedal potentiometer
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Pin-out
Component
connector
Component
I/O/S
Function
pin
1
S
2
S
3
O
4
S
5
S
6
O
Potentiometer 2 power
supply from the ECU
Potentiometer 1 power
supply from the ECU
Potentiometer 1 signal
Receiving item
Receiving
pin
item pin
5 (Junction)
4 (Junction)
8 (Junction)
Accelerator
potentiometer
Potentiometer 1
ground from the ECU
Potentiometer 2
ground from the ECU
Potentiometer 2 signal
14 (Junction)
15 (Junction)
9 (Junction)
3 (ECM
connector A)
2 (ECM
connector A)
51 (ECM
connector A)
45 (ECM
connector A)
15 (ECM
connector A)
38 (ECM
connector A)
Recovery
The injection control unit implements the following "recovery'' strategies under the conditions
below:
in case of failure to either potentiometer, it allows the throttle to open up to a maximum of 40°
over a very long time period;
in case of full failure to both potentiometers, it cuts throttle opening out.
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4.4.8 A/C linear sensor
Description
The A/C linear sensor checks correct system operation by taking over the task carried out by
the quadrinary pressure switch. The sensor continuously analyzes the air-conditioning system
circuit pressure and provides the engine control unit with real-time data of pressure variations,
thus making the actuation threshold management more flexible.
Position on the vehicle
1
1: A/C linear pressure sensor (placed on the high-pressure duct)
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1
2
1: High-pressure duct
2: Low-pressure duct
Operation
Every single pressure variation is matched by a voltage signal used by the engine control unit
to actuate the electric fan speeds and turn the compressor off if the pressure goes above or
below the permitted limits (safety function).
The linear sensor operating range goes from 3,018 bar to 29,508 bar according to the
following characteristic curve for pressure (bar) – output voltage percentage (%Vcc):
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Both compressor actuation enable and electric fan speed control (depending on the pressure
variation) take place within this pressure range. Below and above these values, the
compressor will be turned off as a safety condition to avoid damaging the system itself.
The supply voltage may undergo a variation of ± 10%, whereas the sensor’s utilization
temperature is included between –5°C and 80°C.
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Electric features
1: Ground
2: Supply voltage
3: Output signal
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1
2
3
1: FDU
2: ECM
3: A/C linear pressure sensor
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Pin-out
Component
Component
A/C linear
sensor
gb Fiat Grande Punto OK
connector pin
I/O/S
1
S
2
S
3
O
274 / 532
Function
Receiving item pin
Ground from the ECU
Power supply from the
ECU
A/C sensor signal
15 (ECM connector A)
3 (ECM connector A)
5 (ECM connector A)
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Atmospheric pressure sensor
Atmospheric pressure sensor
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Electric features
2
1
1: ECM
2: Atmospheric pressure sensor
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Position on the vehicle
Atmospheric pressure sensor position
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Pin-out
Component
Component
connector pin
I/O/S
Function
Receiving item pin
1
S
Power supply from the ECU
13 (ECM connector B)
2
S
Ground from the ECU
7 (ECM connector B)
3
O
Atmospheric
pressure
sensor
Atmospheric pressure sensor
signal
61 (ECM connector B)
Recovery
In case of sensor failure, the value found in the inlet manifold upon key-ON or in fully-loaded
conditions (throttle fully open) will be considered as the atmospheric pressure value.
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4.5 Operation logic
4.5.1 System self-adaptation
The control unit features self-adaptive functions that recognize the changes occurring in the
engine following time-adjustment processes and component or engine ageing.
These changes are stored into the memory as basic mapping modifications: their purpose is to
adapt the system operation to the progressive engine and component alterations compared
with as-new features.
This self-adapting feature also makes it possible to compensate for the unavoidable
differences (due to production tolerances) of replaced components (if any).
The control unit modifies, through the exhaust gas analysis, the basic mapping with respect to
the as-new features of the engine.
The self-adaptive parameters will not be cleared when the battery is disconnected.
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4.5.2 Self-diagnosis and recovery
The control unit self-diagnosis system checks correct operation of the system and signals any
anomaly by means of a warning light (MIL) on the instrument board, the colour and ideograph
of which comply with the European normalization standards.
This warning light signals both the engine management faults and the anomalies found by the
EOBD diagnosis strategies.
The MIL warning light operation logic is as follows:
with both the key and the instrument board ON, the warning light illuminates and remains ON
until the engine has been started;
the control unit self-diagnosis system checks the signals from the sensors and compares them
with the permitted limit data.
Fault signalling upon engine starting:
the warning light’s failure to go out after the engine has been started indicates the presence of
an error stored in the control unit.
Fault signalling during operation:
the blinking warning light comes on to indicate possible catalyst damage due to misfire;
the warning lights illuminates and remains ON steadily to indicate the presence of engine
management faults or EOBD diagnosis faults.
The control unit defines each time the type of recovery depending on the broken components.
The recovery parameters are managed by the unbroken components.
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4.5.3 Cylinder position recognition
The engine phase signal, together with the top dead centre (T.D.C.) and engine revs signal,
allows the engine control unit to recognize the cylinder sequence to implement the timed
injection.
This signal is generated by a Hall-effect sensor positioned on the tappet cover just next to the
phonic wheel obtained on the distributing shaft pulley.
4.5.4 Oxygen sensor – combustion check
In EOBD systems, two oxygen sensors (which are of the same type but cannot be exchanged
with one another) are available: one before the catalyst system (pre-catalyst) and one after the
same (post-catalyst). The pre-catalyst sensor determines the loop 1 mixture ratio control (precatalyst sensor closed loop).
The post-catalyst sensor is used to diagnose the catalyst and finely modulate the loop 1
control parameters.
To this regard, the purpose of loop 2 adaptivity is to recover both the production dispersions
and the slow drift that the pre-catalyst sensor response may exhibit due to ageing and
contamination.
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This control is referred to as loop 2 control (post-catalyst sensor closed loop).
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4.5.5 Cold operation
Under these conditions, the mixture becomes lean due to poor turbulence of fuel particles at
low temperatures, less evaporation, and heavy condensation on the inlet manifold inner walls.
All of this is enhanced by the greater viscosity of the lubricating oil which, as everyone knows,
increases, at low temperatures, the rolling resistance of the engine’s mechanic members.
The electronic control unit recognizes this condition based on the cooling fluid temperature
signal, and increases the injection base time.
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4.5.6 Fully-loaded operation
The fully-loaded condition is detected by the control unit by means of the values provided by
the throttle position and absolute pressure sensors.
Under fully-loaded conditions, the injection base time has to be increased in order to obtain
the maximum power delivered by the engine.
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4.5.7 Operation during deceleration
Two strategies overlap during this engine utilization phase:
• a transient strategy, to keep the fuel amount supplied to the engine stoichiometric (less
pollution); this phase is recognized by the control unit when the throttle potentiometer
signal shifts from a high voltage value to a lower one
• a strategy for soft “escorting” to a lower engine speed in order to implement the variation
of delivered torque (reduced exhaust brake).
4.5.8 Atmospheric correction
The atmospheric pressure varies depending on the altitude; this causes such a volumetric
efficiency variation that requires a correction of the base ratio (injection time).
The injection time correction will depend on the altitude variation and will be automatically
updated by the electronic control unit every time the engine is switched off and also under
certain throttle position and revs number conditions (typically with low engine speed and
throttle opened to a large extent) (dynamic atmospheric correction adjustment).
Cut-off operation
The cut-off (fuel cut-off) strategy is implemented when the control unit recognizes the
accelerator pedal released position: pedal percent value = 0% and engine speed of more than
approximately 1,350 r.p.m. (this value is approximate and varies depending on a few
parameters, the most significant of which are essentially the temperature and the running
condition).
The recognition of the accelerator pedal non-released condition and engine speed of less than
1,270 r.p.m. (approximate value varying according to the various models) enables engine feed
again.
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In case of very high engine speeds, the cut-off strategy is implemented also when the throttle
valve is not fully closed, but when the pressure in the inlet manifold is significantly low (partial
cut-off).
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4.5.9 Operation during acceleration
During this phase, the control unit adequately increases the fuel amount required by the
engine (to achieve maximum torque) depending on the signals from the following components:
• throttle potentiometer;
• T.D.C. and revs sensor.
The “base” injection time is multiplied by a coefficient depending on the engine coolant
temperature, the accelerator throttle opening rate and the pressure increase in the inlet
manifold.
If the sudden change of the injection time is calculated when the injector is already closed, the
control unit will open the injector (extra pulse) again, to be able to compensate for the ratio as
quick as possible; conversely, the following injections will be increased according to the
above-mentioned coefficients.
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4.5.10 Out-of-revs protection
When the engine rotation speed exceeds the value of 6,530 r.p.m. set by the manufacturer,
the engine itself will be operating in ‘’critical‘’ conditions.
When the electronic control unit recognizes that the aforesaid speed has been exceeded, it
will disable electric injector driving.
When the revs number falls again into a non-critical value (6,500 r.p.m.), the driving will be
restored.
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4.5.11 Fuel electric pump control
The fuel electric pump is driven by the engine management control unit by means of a remotecontrol switch.
The pump is stopped:
• if the engine speed falls below approximately 40 r.p.m.;
• after some time (approximately 6 seconds) when the ignition switch has been set to the
“MAR” position and the starting operation is not carried out (timed enable);
• if the inertia switch has come into action.
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4.5.12 Electric injector control
The electric injector control is of the phased, sequential type, i.e. the single injections
correspond to the intake phases of every single cylinder.
However, the electric injectors will, during the starting phase, be first driven in parallel (full
group).
The electric injector control timing varies depending engine speed and the sucked air
pressure, in order to improve cylinder filling with advantages in terms of consumption,
driveability and pollution prevention.
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4.5.13 Knock control
The purpose of this strategy is to detect any knock condition by processing the signal from the
respective sensor.
This strategy continuously compares the signal from the sensor with a threshold value (which
is continuously updated) to allow for basic noise levels and engine ageing.
If the system recognizes that knock is present, the strategy will act so as to reduce the ignition
advance until the phenomenon disappears. Next, the advance will be gradually restored up to
the base value or until the phenomenon occurs again.
In particular, the advance increases are implemented in a gradual way, whereas the
decreases are implemented immediately.
During acceleration, the strategy will make use of a higher threshold, to allow for increased
engine noise under this condition.
Moreover, this strategy features a self-adapting function that memorizes, in a non-permanent
fashion, the advance reductions that might occur continuously, so as to adapt the advance to
the different conditions suffered by the engine (e.g. when fuel with a low octane number has
been used). The strategy is capable of resuming the advance to the threshold value stored in
the memory when the conditions that caused reduction to occur are not present any more.
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4.5.14 Radiator electric fan control
The control unit directly controls the radiator electric fan operation depending on the engine
coolant temperature and the air-conditioning system actuation.
The electric fan is switched off when the temperature exceeds 95°C (1st speed) or 105°C (2nd
speed).
The switch-off takes place with hysteresis 3°C lower than the actuation threshold (approximate
values varying according to the various models and based on experimental tests).
The high and low speed functions are managed by the actuation of special remote-control
switches placed in the air-conditioning system management control unit and driven by the
injection control unit.
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4.5.15 Engine idling control management
The control unit recognizes the idling condition through the accelerator pedal “release”
position. The control unit drives, in order to control the idling speed depending on the devices
turned off and the brake/clutch pedal signals, the power-driven throttle position.
The idling speed envisaged for hot operation is 750 ± 50 r.p.m.
4.5.16 Optimization of thermal operating conditions
The revs number is corrected above all depending on the engine coolant temperature.
When the optimum temperature is reached, the idling speed management will only depend on
the signal from the engine revs sensor; when external loads are applied, the control unit drives
the throttle control actuator to adjust the engine revs to the conditions that have occurred and
also manage the engine load by sustaining the idling speed.
4.5.17 Fuel vapour recirculation control
This strategy controls the vapour cut-off solenoid valve position as follows:
• during the starting phase, the solenoid valve remains closed, thus preventing the fuel
vapour from excessively enriching the mixture: this condition persists until the engine
coolant temperature reaches 65°C;
• with the engine is thermal condition, the electronic control unit sends the solenoid valve a
square-wave signal (duty-cycle) that modulates its opening.
Thus, the control unit checks the amount of fuel vapour sent to the intake, thus avoiding
significant variations of the mixture ratio.
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To improve the engine operation, the solenoid valve control is inhibited, by keeping the same
closing position, under the operating conditions listed below:
• throttle valve in the closing position;
• engine speed of less than 1500 r.p.m.;
• intake manifold pressure lower than a limit value calculated by the control unit depending
on the revs number.
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4.5.18 Air-conditioning system control
The injection/ignition control unit is connected, from the operational viewpoint, to the airconditioning system since:
• it receives the request for compressor actuation and implements the respective actions
(additional air);
• enables compressor actuation when the conditions envisaged by the strategies have been
checked;
• receives the information about the linear pressure-switch condition and implements the
respective actions (radiator electric fan control).
If the engine runs at idling speed, the control unit will increase the throttle opening and,
therefore, the air flow rate in advance compared with the compressor actuation and,
conversely, will resume the normal throttle position behind time compared with the compressor
switch-off.
The control unit will automatically control the compressor switch-off:
• with engine coolant temperatures of more than 120 °C;
• with engine speed of less than 650 r.p.m.
The compressor will be switched on again when the engine speed reaches 750 r.p.m. again.
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The control unit temporarily controls the compressor switch-off (for a few seconds):
• when very high engine power is requested (heavy acceleration);
• upon engine pick-up.
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4.5.19 Phase variator control
The phase variator is fully managed by the engine management control unit which:
measures the camshaft position through the phase sensor;
modifies such position depending on the engine operation point according to a calibrated map;
keeps the camshaft position under control.
The phase variator motion takes place through the pressure of the engine oil that flows into
the advance/delay openings. A box solenoid valve makes the oil flow into the advance
openings (the variator will move in the direction of the advance, which corresponds to the rest
position) or the delay openings (the variator will move in the direction of the delay), or into the
advance and delay openings alternately and continuously (the variator remains in the
controlled position).
The control unit drives the variator driving solenoid valve through a duty-cycle command.
4.6 Procedures
4.6.1 Camshaft assembling position self-learning procedure
When and why should this procedure be carried out?
This procedure allows the ECM to self-learn the camshaft position with respect to the phonic
wheel, in order to diagnose any assembling anomalies.
The procedure must be carried out again in the following cases:
phonic wheel actuation/replacement;
revs sensor actuation/replacement;
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phase sensor actuation/replacement;
camshaft actuation/replacement;
drive shaft actuation/replacement;
phase variator actuation/replacement;
cylinder head disassembling;
timing belt actuation/replacement;
ECM replacement/reprogramming.
NOTE: In the event that the ECM is moved from one vehicle to another, the procedure shall
be carried out again.
Which tools should be used?
Examiner diagnosis tool.
Operations required to carry out the procedure:
The self-learning procedure is fully automatic. It starts with the cranking phase and finishes
after 30 seconds at most, provided that the following enable conditions are met.
Enable conditions upon execution of the procedure:
The engine coolant temperature shall exceed i 20°C. During the starting phase, the
accelerator pedal needs be fully released, i.e. the engine rotation speed should be in the
range of 650 to 1,300 r.p.m.
After 30 seconds have elapsed from starting, switch the key contact to the OFF position, then
wait for data item recording in the permanent memory.
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Upon completion of the procedure, the following conditions may occur:
Error memory reading
DTC P 0016 [76]
Possible problem
Solution
Engine timing does not fall within
The engine must be disassembled
the permitted tolerances.
and the current timing shall be
checked
.DTC P 0016 [76]
No DTC
The enable conditions are not met
upon execution of the procedure.
Engine timing falls within the
permitted tolerances.
Repeat the procedure.
None.
If this condition occurs immediately
No DTC
The enable conditions are not met
after reprogramming, repeat the
upon execution of the procedure.
procedure. Otherwise, no
remedying action is required.
In the event that a vehicle is allowed to travel in the traffic with engine timing out of the
permitted tolerances, the engine itself may be broken.
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4.6.2 Timing detachment/reattachment camshaft drive
Act on the moving idler (1a) with a wrench in the counterclockwise direction, then remove the
single engine member drive belt (1b).
Unscrew screws (2a), then remove the drive shaft pulley (2b).
Moving
idler
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Moving idler
(1a)
Drive shaft pulley (2b)
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Press the clips, then remove the coil air inlet sleeve.
Air inlet sleeve
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Unscrew the air filter fastening screws.
Lift the air filter.
Loosen the strap, then disconnect the engine oil vapour pipe from the air filter and remove it.
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Air filter fastening
screws
Air filter
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Engine oil
vapour pipe
1. Unscrew the timing belt protection upper cover fastening screws.
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Timing belt upper and lower protection
Disconnect the electric connections from the injection control unit.
Disconnect the ground cable.
Disconnect the electric connection of the oxygen sensor upstream the catalyst.
Disconnect the front engine junction.
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Oxygen sensor upstream the
catalyst, with its respective
connection
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Disconnect the phase variator control electromagnet electric connection.
Disconnect the electric connection from the ignition coil module.
Unscrew screws (3a), then remove the ignition coil module (3b).
Remove the electric connection from the phase sensor.
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Ignition coil module
Phase variator control electromagnet with its
respective connection
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Unscrew the screw, then remove the phase sensor.
Unscrew the screws, then remove the injection control unit support.
Phase sensor
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1. Unscrew screws (1a), then remove tappet cover (1b) and timing belt upper cover (1c).
Timing belt upper cover
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Unscrew the screws, then remove the timing belt lower cover.
Disconnect the revs sensor electric connection.
Disconnect the minimum oil pressure switch connection.
Timing belt lower
cover
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Disconnect the intermediate junction of the degassing pipe.
Position an arm lifting device below the engine oil sump.
Unscrew fasteners (2a), then remove the power unit cover on the valve gear side (2b).
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Power unit support
(valve gear side)
Act on belt stretcher (1a) to remove timing belt (1b).
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Moving belt stretcher
Fit template (2000004400) onto the distributing shaft rear shank.
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Fit the template securing the pulley to the camshaft.
Fit in the timing belt.
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Fit drive shaft timing template (2000004500) onto the driving pulley.
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Proceed as shown in the figure to bring the automatic stretcher reference fork to the abutting
end.
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Remove the templates previously fitted, then make the engine turn twice to settle the engine
timing belt.
Loosen the belt stretcher fastening nut, then act on the front fork until the latter coincides with
the rear fork.
Tighten the belt stretcher fastening nut to the specified torque (2.5 ÷ 3.0 daNm).
Fit the templates previously removed, in order to check engine timing.
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Position tappet cover (1a) onto the head, then draw fastening screws (1b) closer.
Fit tappet cover centring tool (2000004300).
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Tighten the tappet cover screws previously drawn nearer to the specified torque (0.8 ÷ 1.0
daNm).
Remove the tappet cover centring tool previously fitted.
Fit the phase sensor.
Fit the injection control unit support.
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Fit the power unit support (valve gear side), then secure it by means of the fasteners to the
specified torque (5.4 ÷ 6.6 daNm) and the front support elastic dowels (4.5 ÷ 5.5 daNm).
Remove the engine oil sump arm lifting device.
Connect the intermediate junction of the degassing pipe.
Connect the revs sensor electric connection.
Connect the minimum oil pressure switch electric connection.
Fit the timing belt protection lower cover, then secure it by means of its respective screws.
Fit the drive shaft pulley, then tighten the screws to the specified torque (2.2 ÷ 2.7 daNm).
Act on the belt stretcher to fit the auxiliary member belt.
Fit the timing belt upper cover.
Fit the ignition coil module, then tighten the respective screws to the specified torque (0.8 ÷
1.0 daNM).
Connect the ignition coil module electric connection.
Connect the phase sensor electric connection.
Connect the front engine junction.
Connect the electric connection of the oxygen sensor upstream the catalyst.
Connect the injection control unit ground cable.
Connect the injection control unit electric connections.
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List of tools
Type
Item code
Function
Template
2000004500
Drive shaft timing
Template
2000004400
Camshaft timing
Tool
2000004300
Tappet cover centring
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5 M20 gearbox
5.1 Features
The M20/6 gearbox belongs to a new family of three-axle transmission units aimed at
improving driveability and characterized by enhanced compact design compared with
traditional, two-axle gearbox units.
This type of gearbox can sustain and transmit very high torque values (230 Nm): for this
reason, it has been fitted to the most performing diesel engine versions (1.3 Multijet 16V, 90
HP).
Below are the main features of this gearbox:
very good gear shift control;
optimum synchronization;
very high transmissible torque;
small dimensions.
The gearbox configuration is of the transverse type, with 3 shafts and a differential.
HCR (High Contact Ratio) toothing is provided for all the gears.
Precision finishing after the thermal treatment is provided for all the gears and the final
reduction, in order to ensure total toothing accuracy and, therefore, noiseless operation.
Both the wheelcase and the clutch housing have been optimized for lightweight and
soundproofing features by means of a F.E.M. (Finite Element Method) structural analysis
method.
The synchromesh for all the forwards gears and the reverse gear is of the free-loop brass type
(Borg-Warner type) and is placed on the countershafts (upper shaft for the 3rd, 4th gears and
the reverse gear; lower shaft for the 1st, 2nd, 5th and 6th gears).
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The synchromesh features a triple-cone design on the 1st and 2nd gears (i.e. the gears most
frequently used and subjected to stress) and a double-cone design on the 3rd and 4th gears, to
ensure significantly lower engaging effort compared with a traditional, single-cone
synchromesh of equal dimensions.
The new internal gear control system, which provides for 4 selection levels, with central
bearing gear positioner, gives the advantage of low hysteresis and, therefore, smaller gear
selection loads.
The wheels and kinematic mechanisms inside the gearbox are lubricated dynamically through
channelled oil flow paths through holes on the cases and shafts. This ensures better torque
transmission performance and higher efficiency in terms of wear and manoeuvrability even at
low temperatures, thanks to the use of multigrade oil.
5.2 Component
5.2.1 Synchromesh
The M32-6 gearbox features the upgraded synchromesh unit previously fitted to the F40
manual gearbox. The synchronization springs and pins used so far have been replaced by
push dowels. Accurate synchromeshes are used with the single gears, too. Two- or threecone synchromeshes are used. Below are some illustrations that show the synchromeshes
used with every single gear.
1st/2nd gears
The three-cone synchromesh is used with the 1st and 2nd gears.
1. Inner synchromesh ring
2. Intermediate ring
3. Outer synchromesh ring
4. Engaging sleeve
5. Synchromesh hub
6. Push dowels
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3rd/4th gears
The two-cone synchromesh is used with the 3rd and 4th gears.
1. Intermediate ring
2. Synchromesh ring
3. Engaging sleeve
4. Synchromesh hub
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5th/6th gears
The single-cone synchromesh is used with the 5th and 6th gears.
1. Synchromesh ring Intermediate ring
2. Engaging sleeve
3. Synchromesh hub
Reverse gear
The reverse gear features a single-cone synchromesh, just like the 5th and 6th gears.
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5.2.2 Drive
The M20-6 manual gearbox features a tie-rod drive. Every single gear is selected by means of
a central control unit.
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5.2.3 Shafts
Assembly drawing
1. Axle shaft seal
2. Differential case guide bushing
3. Differential case
4. Axle shaft seal ring sealing flange
5. Axle shaft seal ring sealing flange
6. Axle shaft sealing
7. Differential
8. Differential unit
9. Transmission case
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Assembly drawing
10. Upper output shaft assembly
11. Top gear shaft assembly
12. Lower output shaft assembly
13. Clutch vent coupling
14. Fastening bushing
15. Reverse gear headlamp switch
16. Central disengagement
17. Pressure pipe
18. Clutch housing
19. Gearbox control assembly
20. Magnet
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Position of the upper output shaft components
1. Oil recovery pipe
2. Upper output shaft
3. Upper output shaft roller bearing
4. Safety ring
5. Reverse gear roller bearing
6. Reverse speed gear (driven)
7. Reverse gear engaging sleeve
8. Reverse gear synchromesh ring
9. Push dowel
10. Synchromesh hub
11. Spacer bushing
12. Safety ring
13. 3rd speed gear (driven)
14. 3rd speed gear roller bearing
15. Intermediate ring
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16. Synchromesh ring
17. 3rd/4th speed engaging sleeve
18. Push dowel
19. Synchromesh hub
20. Safety ring
21. Differential
22. Output shaft roller bearing
23. 4th speed gear roller bearing
24. 4th speed gear
25. Intermediate ring
26. Synchromesh ring
27. 3rd/4th speed engaging fork
28. Gearshift lever pin
29. Reverse gear engaging fork
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Position of the lower output shaft components
1. Push dowel
2. Safety ring
3. 1st/2nd speed engaging sleeve
4. Outer synchromesh ring
5. Outer synchromesh ring
6. Inner synchromesh ring
7. 2nd speed gear (driven)
8. 2nd gear roller bearing
9. Closing ring
10. Thrust washer
11. 5th speed gear (driven)
12. 2nd speed gear roller bearing
13. Synchromesh ring
14. Push dowel
15. Synchromesh hub
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16. Safety ring
17. 5th/6th speed engaging sleeve
18. Synchromesh ring
19. 6th speed gear (driven)
20. 6th gear roller bearing
21. Output shaft roller bearing
22. Differential
23. 5th/6th speed engaging fork
24. Gearshift lever pin
25. 1st/2nd speed engaging fork
26. Synchromesh hub
27. Outer synchromesh ring
28. Intermediate ring
29. Inner synchromesh ring
30. 1st speed gear (driven)
31. 1st speed gear roller bearing
32. Safety ring
33. Output shaft roller bearing
34. Output shaft
35. Oil recovery pipe
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Position of the top gear shaft components
1. Top gear shaft seal ring
2. Roller bearing
3. Top gear shaft
4. 1st speed gear (driving)
5. 2nd speed gear (driving)
6. Top gear shaft screw
7. Differential
8. Top gear shaft bearing
9. 6th speed gear (driving)
10. 4th speed gear (driving)
11. Spacer bushing
12. 3rd/5th speed gear
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5.3 Configuration
Transverse, with 3 shafts supported on ball bearings
6 forward gears + reverse gear
Transmissible torque: 230 Nm
Total length (from the engine flywheel): 332 mm.
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Shaft position
The cutaway figure below illustrates the position of the respective shafts according to the 3shaft arrangement in the M20 6-speed gearbox:
1. Upper output shaft
3. Lower output shaft
2. Top gear shaft
4. Differential
Oblique, tapered-roller bearings are used with all the shafts in this gearbox unit. These
bearings require some bearing play as well as a bearing pre-load. Both the bearing play and
preload are obtained, during the manufacture, by using compensating washers under the
oblique, tapered-roller bearings in the transmission case.
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5.4 Speed gear arrangement
Position of the speed gears on their respective shafts
1. 1st speed gear
2. 2nd speed gear
3. 5th speed gear
4. 6th speed gear
5. 3rd/5th speed gear
6. 6th speed gear
7. 4th speed gear
8. 4th speed gear
9. Reverse speed gear
10. 3rd speed gear
This 3-shaft gearbox unit is advantageous in that the 3rd speed gear on the top gear shaft is
also used for the 5th speed.
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5.5 Kinematic route of the single gears
1st speed
2nd speed
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3rd speed
4th speed
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5th speed
6th speed
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Reverse speed
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6 Brakes
6.1 Description
The braking system fitted to Nuova Punto includes, in its fullest version, the following items:
ABS: wheel antilock system;
EBD: electronic braking distributor between the front and rear wheels;
ESP: electronic vehicle stability control (available on request);
ASR: traction control;
MSR: wheel antilock function in case of excessive exhaust braking;
Hill-holder (with ESP): a device that allows the driver to park and start the vehicle again along
steep roads without using the handbrake;
HBA: emergency braking assist device.
The braking system is of the hydraulic, power-assisted type and is made up of 2 self-contained
crossed circuits (each circuit acts on a front wheel and the diagonally opposing rear wheel) in
order to ensure braking and vehicle stability even when one of the circuits is broken.
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Ventilated front disc
Rear drum
Rear disc
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The new braking system features different characteristics, due to the different weight and
rating of the various engine versions:
1.2 8V engine version:
front solid disc diameter: 257 x 12 mm;
Bosch ZOH brake calipers with piston diameter of 54 mm;
brake pad surface area: 43 cm2;
rear drum diameter: 203 mm.
1.4 8V & 1.3jtd 70 HP engine version:
ventilated front disc diameter: 257 x 22 mm;
Bosch ZOH brake calipers with piston diameter of 54 mm;
brake pad surface area: 43 cm2;
rear drum diameter: 228 mm.
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1.3jtd 90 HP engine version:
ventilated front disc diameter: 284 x 22 mm;
Bosch ZOH brake calipers with piston diameter of 54 mm;
brake pad surface area: 52 cm2;
rear drum diameter: 228 mm.
1.9 jtd 120 HP engine version:
ventilated front disc diameter: 284 x 22 mm;
Bosch ZOH brake calipers with piston diameter of 54 mm;
brake pad surface area: 52 cm2;
Bosch BIR II brake caliper solid disc (264 x 11 mm).
6.2 Power brake
Nuova Punto features a 10” power brake, with 15/16” pump and tank.
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6.3 Pedal unit
Nuova Punto incorporates a pedal unit with plastic supports, which includes the brake, clutch
and accelerator pedals. The accelerator and clutch pedals are made of plastic.
The pedal unit features a device that allows the brake pedal to collapse in case of collision,
thus minimizing its penetration into the passenger compartment and, therefore, lower limb
injury.
In case of disconnection, the pedal shall be replaced.
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The pedal unit system is made up of the following components:
plastic pedal support;
plastic accelerator pedal, with a potentiometer;
metal brake pedal;
plastic clutch pedal.
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6.4 ABS system
All the Nuova Punto versions are equipped with the Bosch 8.0 ABS antilock system, with builtin EBD (Electronic Brake force Distribution), which controls the braking action so as to prevent
rear wheels from being locked, thus ensuring correct distribution of the braking action to the
axles under any condition.
The Bosch 8.0 ABS system is one of the most advanced systems currently available on the
market. The system is made up of the components below: one hydraulic control unit with 12
solenoid valves, 4 active sensors and 4 channels with braking corrector (distributor).
The system’s peculiarities as far as active safety is concerned are as follows:
it ensures that every wheel about to be locked is braked as efficiently as possible, compatibly
with the road grip conditions available;
it ensures full vehicle control under extreme conditions, when the wheels are about to get
locked;
it ensures prompt control response;
it is capable of adjusting itself automatically to a wide range of operating conditions;
the control unit is lightweight.
The function of the active sensors is to measure the wheel speed.
The main peculiarity of active sensors is that the signal is processed directly by the sensor.
The active sensors enhance the accuracy of the vehicle’s control systems, thanks to the
capability of detecting very low speeds (2.7 k.p.h.).
Moreover, the information gained by the ABS active sensors are used to update, by means of
the GPS (Global Position System) satellite detection system, the position of the vehicle on the
maps included in the memory. Therefore, continuous information is essential, even at low
speeds, about the road along which the vehicle is driven, to calculate the exact position of the
vehicle.
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6.4.1 ABS wiring diagram
Rear left ABS sensor
Rear right ABS sensor
Front left ABS sensor
Front right ABS sensor
CVM
BCM
Ground
BSM (Brake node)
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1. Pump ground
2. Pump +30
3. Solenoid valve +30
4. Solenoid valve ground
5. Front left ABS sensor signal
6. Rear left ABS sensor power
supply
7. N.C.
8. Rear right ABS sensor power
9. Front right ABS sensor
power supply
10. Front right ABS sensor signal
11. K line
12. N.C.
13. N.C.
14. C-CAN L1 in
15. C-CAN L1 out
16. Front left ABS sensor
ABS control unit pin-out
power supply
17. Rear left ABS sensor signal
18. Body Computer node
19. Rear right ABS sensor signal
20. Brake lights
21. ASR button input
22. ASR button LED
23. VSO output
24. N.C.
25. C-CAN H1
26. C-CAN H”
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6.4.2 ABS hydraulic unit
The ABS electro-hydraulic control unit (1) is connected to the brake pump and calipers
through the braking system pipes and makes up, together with the electronic control unit (2),
the electro-hydraulic driving unit. This unit is fitted in a vertical position and incorporates 4
couplings (3) on its side: two front pipe couplings and two rear pipe couplings. Moreover, two
pipes from the master cylinder are found on the upper part (4).
4
3
2
1
ABS hydraulic unit
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6.5 E.S.P.
The E.S.P. (Electronic Stability Program) is an active safety system for controlling the vehicle
during dynamic manoeuvres. It comes into operation in emergency situations and has been
designed to correct the path of the vehicle in case of sudden manoeuvres (which are often
unintentional), thus enhancing active safety, especially on slippery road surfaces. In fact, the
E.S.P. promptly responds both to oversteering and understeering, and is set to resume the
vehicle’s stability condition while allowing the driver to fully control the vehicle.
The system continuously monitors the vehicle motion conditions (side acceleration,
longitudinal and angular speed, road grip) and the driver’s setting (steering wheel angle,
accelerator pedal). The system corrects the vehicle motion when it “feels” that the vehicle is
about to reach a condition of instability (sideslip, understeering, oversteering, etc.): in this
case, it acts on the deflecting torque control and applies a proper braking torque distributed to
each of the four wheels.
Direction is controlled by taking advantage from the tyre’s longitudinal grip: the different
braking action between the two vehicle sides generates a rectifying (yawing) torque that
stabilizes the vehicle.
The ESP function is managed by the ABS control unit which monitors, by processing the
values of the quantities acquired from the various sensors (side acceleration sensor, yaw
sensor, steering angle sensor, wheel revs sensors and pressure sensors) through algorithms
implemented in the software, the dynamic control parameters (wheel slip, axle drift, trim angle)
and interprets the mistakes (if any) made by the driver, thus taking adequate actions in order
to resume the vehicle’s stability condition.
The system is made up of the following components:
4 wheel speed sensors fitted into special seats on the front and rear pillars;
1 side acceleration and yaw sensor incorporated into one single device fitted onto the central
tunnel;
1 electro-hydraulic unit fitted onto the special support in the engine compartment;
1 switch on the brake pedal;
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1 ON/OFF button (available on the dashboard) to switch the A.S.R. off;
1 steering angle sensor built into the steering column;
1 longitudinal acceleration sensor (YRS) built into the yaw sensor (available only with the Hill
Holder option).
In addition to the above-mentioned sensors (and, of course, the control unit), the system is
interfaced with the items below:
high speed CAN line (ABS data exchange with the engine control unit / automatic transmission
control unit);
power assembly (specific brake pump);
power-driven throttled body (petrol versions; data exchange with the ASR);
instrument board (warning lights of the active type);
steering angle sensor fitted to the steering column;
yaw sensor located on the central floor, in the central cabinet area (to detect the vehicle’s side
acceleration and inclination);
special control unit fitted to the engine compartment.
The E.S.P. is automatically switched on when the vehicle is started and cannot be switched
off.
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6.5.1 ESP wiring diagram
ASR button on the dashboard
BCM
YRS
BSM (Brake node)
Ground
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6.5.2 YRS (Yaw Rate Sensor)
The YRS must be assembled with the arrow stamped on the sheet facing the direction of
running, and the connector facing the vehicle rear part.
1. Power supply
2. C-Can L1
3. C-Can L2
4. C-Can H1
5. C-Can H1
6. Ground
This node incorporates the yaw, longitudinal acceleration and transverse acceleration sensors
into one single component.
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6.5.3 A.S.R. (Anti Slip Regulator)
This is a vehicle drive control function that comes into operation automatically when one or
both of the driving wheels skid. This function is available only with the ESP.
Two different control systems are actuated, depending on the slip conditions:
if both the driving wheels slip, the ASR comes into operation by reducing the power delivered
by the engine;
if only one driving wheel slips, the ASR comes into operation by automatically braking the
slipping wheel.
The ASR system is very useful especially if the following conditions occur:
inner wheel slip when cornering, due to dynamic load variations or excessive acceleration;
excessive power transmitted to the wheels, even depending on the road surface conditions;
vehicle acceleration on slippery, snow-covered or icy road surfaces;
loss of grip on wet roads.
A.S.R. switch-on/off
The ASR is switched on automatically every time the engine is started.
The ASR can be switched off and then on again when the vehicle is running, by pressing the
special switch located among the controls on the instrument board.
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When travelling on snow-covered roads with the snow-chains fitted to the wheels, the ASR
can be switched off: under these conditions, the driving wheel slip during the pick-up phase
makes it possible to achieve better traction.
To ensure correct operation of the ASR system, all the tyres should be of the same type on all
the wheels; moreover, they should be in perfect conditions and, above all, of the prescribed
type, make and dimensions.
6.5.4 M.S.R
This function is an integral part to the ASR and comes into operation in case of a sudden shiftdown, by delivering torque to the engine again. Thus, excessive driving wheel drag is avoided,
which may cause the vehicle’s loss of grip, especially in poor grip conditions.
6.5.5 Hill Holder
The “Hill-holder” function, combined with the ESP system, assists the driver in starting the
vehicle uphill. This function combines the information gained, through special sensors, from
the pedal unit, gearbox and engine management control unit, so as to automatically deliver the
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braking torque required to keep the vehicle stationary until when the driver releases the clutch
pedal and the deflecting torque is enough to set the vehicle moving.
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7 Electric drive
7.1 Description
All the Nuova Punto versions are equipped with electric power steering (E.P.S.).
The Nuova Punto steering control has been designed to minimize the driver’s effort on the
steering wheel during the parking manoeuvres, combined with accuracy and safety during
high-speed driving.
2.8 steering wheel turns are required for full stop-to-stop steering, and the kerb-to-kerb
steering diameter is 10.1 m (vehicles equipped with long-travel rack and 175 tyres ) or 10.76
m (vehicles equipped with short-travel rack and any other type of tyre).
The electric power steering is actuated by an electric motor that is more compact and
lightweight compared with the previous systems.
It is made up of a steering column with integrated, electric drive system, and a special
management control unit.
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7.2 Electric Power Steering (EPS)
The electric power steering comes as a standard item on all versions. Power steering is
ensured by an electric motor located in the dashboard area, which transfers the generated
torque directly onto a toothed wheel coaxial and integral to the column.
The torque delivered at the input by the driver is detected by a sliding-contact potentiometer
sensor.
The electric steering column fitted to the Nuova Punto incorporates the steering angle sensor,
too: this signal is also used by the ESP control unit (if available). In case of service
procedures, the steering angle sensor shall be reset by means of a suitable diagnosis
instrument.
The driver can choose from two drive programs (City and Normal), which can be selected by
means of a button available on the dashboard.
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“City” button
The “City” program maximizes comfort during the parking manoeuvres, with record-breaking
effort on the steering wheel (2.5 Nm compared with 4-6 Nm of traditional power steering
systems). The “Normal” program ensures average performance during the parking
manoeuvres while ensuring a gradual, optimum effort on the steering wheel even at low
speeds, especially in poor road grip conditions. In any case, both programs provide varying
interlocking depending on the vehicle speed (gradual power-assistance), therefore with no
compromise between the performance during the parking manoeuvres and the steering
control quality when the vehicle is running.
A special calibration for both programs is provided for every single body/engine versions.
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Control unit
The control unit processes the input signals received by the sensors and also drives the
electric motor, by delivering the current required to obtain the desired interlocking torque.
Moreover, it manages the communication on the C-CAN network and performs continuous
self-diagnosis of the system to ensure correct operation of the latter.
The alternator and vehicle speed values are read on the C-CAN line.
The position and torque signals from the sensors represent the base values by means of
which the microprocessor processes the output data in terms of current delivered to the
engine.
The drive interlocking management control unit is secured onto the electric drive body.
1. Power supply from the battery
2. Ground
1. Body computer
2. C-CAN H
3. C-CAN L
4. N.C.
5. N.C.
6. N.C.
7. C-CAN H
8. C-CAN L
9. N.C.
10. N.C.
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7.3 Drive housing
It features two drive rations.
Technical features for petrol engines:
reduction ratio: 51 mm/rev;
steering wheel angle/wheel angle ratio: 15.7 steering wheel degrees/wheel degrees
steering wheel turns: 2.8, with kerb-to-kerb steering diameter of 10.1 m.
Technical features for diesel engines:
reduction ratio: 60-44 mm/rev;
steering wheel angle/wheel angle ratio: 13.4 steering wheel degrees/wheel degrees in the
middle, and 18.2 steering wheel degrees/wheel degrees at the end of travel;
steering wheel turns: 2.8, with kerb-to-kerb steering diameter of 10.76 m.
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7.4 Steering column
The steering column consists of two coaxial stubs. It contributes to a significant extent to
avoiding dangerous steering wheel penetration into the passenger compartment in case of
head-on collisions.
The lower portion consists of a metal tube that slides to keep the steering wheel position fixed
in case of collision. The max. sliding load is 8 kg and is obtained by means of an injected
plastic insert. The upper portion, manufactured in such a way as to ensure steering wheel
position adjustment, is:
sliding, to allow for axial adjustments (when requested or previously provided for by the body
version), and
pivoting, to allow for vertical adjustment (when requested or previously provided for by the
body version).
The steering column is borne by a support which is, in turn, bound to a bracket (both of these
items are made of steel). These components contribute to a significant extent, thanks to their
very high rigidity, to reduce the steering wheel vibrations.
All of this makes it possible to achieve important results in terms of:
vehicle passive safety;
driving comfort.
The vehicle’s safety performance is further enhanced by the collapsible steering column. The
device is based on magnesium capsules (of the wafer type) with plastic injection. In case of
collision, the column folds back by causing controlled energy absorption. All of this reduces to
a large extent the load suffered by the occupant’s thorax during the collision.
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8 Suspensions
8.1 Description
The suspensions fitted to the Nuova Punto have been completely re-designed compared with
the previous model.
The main differences with respect to the known models are as follows:
wider wheel tracks and greater tyre dimensions compared with the current Punto (15 to 17
inches wheel rims with 175/65 15” to 205/45 17” tyres, compared with 14 and 15 inches rims
and the 165/70 14” to 185/55 15” tyres of the current Punto).
Front suspension geometry with right-angled triangle lower arms, realized in order to decouple
to a larger extent the effect of the braking loads from the effect of the cornering loads, thus
ensuring optimum balance under any running condition. The new front geometry has also
made it possible to reduce the vehicle steering diameter to values similar to the current model,
despite the use of wider wheels with a higher wheelbase.
Torsional axle rear suspension designed in order to increase both structural rigidity and loaded
suspension flexibility, obtained by optimizing the bushing that connects the rear axle with the
body. The development of the new suspension has also concerned the plugging configuration
in order to improve the dynamic response when cornering.
Great attention has been devoted, during the component design phase, to the comfort
features, by introducing technical solution typical of upper-class vehicles, such as the use of a
dome dowel of the “double” type (“dual-path”) at the front, and the positioning of the vertical
shock-absorber at the rear. These measures have made it possible to reduce to a large extent
the effect of the vibrations generated by the road surface, without affecting the structural
rigidity to the detriment of higher driving accuracy.
The elastic bushing dimensions have been increased to improve the damping of road
roughness and increase the driving comfort.
Shock-absorbers with 22 mm stems on all versions, to increase the stability limit conditions
when cornering.
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Increased structural rigidity of the suspension anchoring front crossbar, to achieve better
acoustic vibration.
Both the front and rear suspensions feature, as we have said above, an increased wheel track
compared with the current Punto, both to adapt to the greater outer dimensions of the new
model and to improve the driving stability (70 mm at the front and 75 mm at the rear, on
average).
8.2 Front suspensions
8.2.1 General remarks
The front suspensions feature an independent wheel configuration of the Mc Pherson type.
In particular, the main components of this structural layout are as follows:
two-shell swinging arms made of stamped sheet metal (instead of cast iron, as with the current
Punto), with a significant weight reduction;
use of bushings with larger rubber volume than the bushings fitted to the current Punto, to
improve comfort (to dampen minor roughness) and, at the same time, ensure optimum road
holding and stability when cornering;
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front suspension crossbar with high structural rigidity, with transverse connecting “strap” next
to the arm front mounts (except for the 1.2 8V model);
reinforced pillars to ensure better road holding when cornering;
dome dowels of the “double” type (“dual-path” layout) to reduce to a large extent the effect of
the vibrations generated by the road surface, without affecting the structural rigidity to the
detriment of driving accuracy;
stabilizer bar with rods for anchoring to the shock-absorbers instead of the swinging arm,
which makes it possible to achieve greater stabilizing efficiency and prompt dynamic response
when cornering;
offset helical springs for thrust axis optimization, in order to reduce the tangential forces on the
shock-absorber stem and, therefore, the internal friction, with resulting better damping of minor
road roughness;
Hydraulic, telescopic dual-effect shock absorbers with stem diameter of 22 mm on all the
versions, for very high side rigidity to improve road holding when cornering.
Moreover, the body attachment rigidity has been increased. The greater rigidity of the upper
attachment dome (made of aluminium) makes it possible to reduce the noise let into the body,
thus improving the comfort.
The front suspension crossbar is the lowest part of the vehicle, since the body struts have
been lowered to improve the vehicle performance during the crash test.
Only toe-in can be adjusted on the front suspension.
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8.2.2 Characteristic angles
Camber angle
Loading conditions
ENGINE VERSIONS
STD. O
STD. A
1.2 8V
-22' +/- 20'
-27' +/- 20'
1,4 8V.LE
-22' +/- 20'
-27' +/- 20'
-22' +/- 20'
-27' +/- 20'
-22' +/- 20'
-27' +/- 20'
1.3 MJet 70 CV
-22' +/- 20'
-27' +/- 20'
1.4 8V
-22' +/- 20'
-27' +/- 20'
1,3 MJet 90 CV
-26' +/- 20'
-28' +/- 20'
-26' +/- 20'
-28' +/- 20'
-26' +/- 20'
-28' +/- 20'
-19' +/- 20'
-21' +/- 20'
1.3 MJet 70 CV
1.2 8V
1,3 MJet 90 CV
TYRES
175/65 R15 84T
185/65 R15 88T
1,9 MJet 120 CV
1,9 MJet 120 CV
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195/55 R16 87H
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Toe-in
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Loading conditions
ENGINE VERSIONS
TYRES
STD. O
STD. A
1.2 8V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.4 8V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.3 MJet 70 CV
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.4 8V
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
1.3 MJet 90 CV
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,88 mm +/- 1mm
+ 2 mm +/- 1 mm
+ 1,87 mm +/- 1mm
1.3 MJet 70 CV
1.2 8V
1.3 MJet 90 CV
175/65 R15 84T
185/65 R15 88T
1.9 MJet
1.9 MJet
195/55 R16 87h
Represented by mm (d2 – d1, see figure above).
Only toe-in can be adjusted in the traditional way, by acting on the steering connecting rod
nuts.
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8.3 Rear suspensions
8.3.1 General remarks
The Nuova Punto has introduced a suspension layout whereby the wheels are interconnected
by a torsional axle, made up of a tube-bent sheet metal, with an open central section.
The wider body attachments and the optimization of the torsional contour have made it
possible to achieve greater structural rigidity despite the weight reduction.
The peculiar configuration of the torsional contour (with different thicknesses depending on the
versions) has made it possible to obtain optimum roll stabilizing rigidity, even if an antiroll bar
has not been added; therefore, the antiroll bar shall not fitted to any of the Nuova Punto
models.
The vertical arrangement of the shock absorbers with the body attachment inside the
wheelbox has made it possible to dampen the road surface roughness to optimum levels, to
the advantage of the acoustic comfort inside the passenger compartment.
Neither toe-in nor the camber angle can be adjusted: the correct values shall therefore
be guaranteed during the assembling phase.
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8.3.2 Characteristic angles
Camber angle
Loading conditions
ENGINE VERSIONS
STD. O
STD. A
1.2 8V
-1°+/- 20’
-1°+/- 20’
1,4 8V.LE
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
1.3 MJet 70 CV
-1°+/- 20’
-1°+/- 20’
1.4 8V
-1°+/- 20’
-1°+/- 20’
1,2 JTD (90 CV)
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
-1°+/- 20’
1.3 MJet 70 CV
1.2 8V
1,2 JTD (90 CV)
TYRES
175/65 R15 84T
185/65 R15 88T
1,9 JTD
1,9 JTD
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195/55 R16 87H
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Toe-in
Loading conditions
ENGINE
VERSIONS
TYRES
STD. O
STD. A
1.2 8V
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
1.4 8V
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
1.3 MJet 70 CV
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
1.4 8V
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
1.3 MJet 90 CV
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
+ 1,3 mm +/- 2 mm
+ 1,5 mm +/- 2mm
1.3 MJet 70 CV
1.2 8V
1.3 MJet 90 CV
175/65 R15 84T
185/65 R15 88T
1.9 MJet
1.9 MJet
195/55 R16 87h
N.B. The wheels of the previous Punto models cannot be fitted to the Nuova Punto, since the
dimensions (e.g. the centre line between the bolts) have changed: trying to do so would affect
the integrity of the wheel-hub components and, above all, the driving safety.
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9 Electric system
9.1 General description of the system
The technology used for the electric system of the Nuova Punto is based on the complex
architecture called “Famiglia1”, first used on a FIAT model.
Modular system
To obtain the minimum number of wiring families, each circuit connected to a sectioning joint
holds the same position inside the joint, regardless of the trim level; also the position and type
of the joint on the vehicle does not depend on the body version level.
To safeguard the modular arrangement of the cable harnesses, the inputs/outputs of each
control unit shall not differ, for the various body/engine versions, in the connector positions
and the cable/terminal/connector interface.
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9.1.1
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Description
After Sales Training
Description
BCM
Body Computer Module
Body Computer node
CTM
Convergence Telematic Module
Convergence node
ECC
Electronic Climate Control
Air conditioner node
IPC
Instrument Cluster Module
Instrument board node
PAM
Parking Assistant Module
Parking node
RRM
Radio Receiver Module
Radio receiver node
SDM
Sensing and Diagnostic Module
Airbag node
TPMS
Tyre Pressure Module
Tyre pressure node
BSM
Brake System Module
Braking node
ECM
Engine Control Module
Engine control node
EPS
Electronic Power Steering
Electric drive node
MTA
Manual Transmission Automatic
Robotized gearbox node
YRS
Yaw Rate Sensor
Acceleration/yaw sensor
RLS
Rain & Light Sensor
Rain and light sensor
DLC
Diagnostic Connector
Diagnosis connector
RDU
Rear Distribution Unit
Luggage compartment node
FDU
Front Distribution Unit
Engine compartment node
BDU
Battery Distribution Unit
Battery fuse control unit
WLM
Window Lift Module
Window regulator module
9.1.2 Serial lines and networks
The Famiglia 1 architecture, especially designed for the Nuova Punto, controls the vehicle’s
electric system.
As regards the system’s optimization, the architecture follows the topological, local approach:
each control unit (either electronic or electro-mechanic) is placed in a barycentric position with
respect to the functions managed.
This makes it possible to minimize the power and signal distributing system, even by making
extensive use of the serial communication lines, thus making it possible to solve the
dimension, reliability, weight and cost problems.
A node is meant as an electric control unit equipped with a CAN interface.
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The most complete structure is made up of two CAN communication lines that connect nodes
belonging to two different areas (dynamic vehicle control and bodywork function/on-board
information) and also an additional “LIN bus” serial line (first used on a FIAT model of this
segment).
The developed architecture is compatible with various user interfacing solutions (control
arrangement, information display modes and assignment).
The electric protections (fuses) and the remote-control switches are grouped in the power
distribution control units, positioned in the engine compartment and in the dashboard. These
control units also act as interconnections for the various wirings and as electric distributors.
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9.1.3 Network architecture
The most complete structure is made up of two CAN communication networks connected
through a gateway for common information transfer:
NAME
DESCRIPTION
B-CAN
CAN low speed twin wire (50 Kbit/s)
C-CAN
CAN high speed twin wire (500 Kbit/s)
LIN
Serial data bus single wire (9.6 Kbit/s)
B-CAN network for data communication/bodywork standard function management.
C-CAN network for dynamic vehicle control.
The gateway for the communication between C-CAN and B-CAN is located in the Body
Computer node.
A LIN serial communication line is also available between the Body Computer control unit and
the control unit on the rain sensor: in this case, the Body Computer node performs the
gateway function between the LIN serial line and the CAN networks.
The node diagnosis, in the B-CAN and C-CAN, is performed, for the first time on a FIAT
model, through the CAN line by using a protocol on the CAN network (ISO 14229).
B-CAN network features
Values
Bit rate
50 kbit/s
Max. number of nodes that can be connected to the network
9
Max. network length
14 m
C-CAN network features
Values
Bit rate
500 kbit/s
Max. number of nodes that can be connected to the network
7
Max. network length
16.6 m
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1
1
1
1
120
R = __________________ = _______________ = _________ = _____ x _____ = 60
1
____
R1
+
1
____
R2
1
1
_____ + _____
120
120
2
____
120
1
2
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Full optional network architecture
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Diagnostic architecture
The situation of the diagnostic architecture, both as regards the control units integrated to the
CAN network (nodes) and the ones not equipped with a CAN interface, is summarized in the
table below:
System / node
Bus
Diagnosis
Communication
Tyre pressure control unit
B-CAN
YES
B-CAN
Audio amplifier
/
NO
/
Rain sensor control unit
LIN
NO
/
System / node
Bus
Diagnosis
Communication
Sunroof control unit
/
No
/
Airbag node
B-CAN
YES
B-CAN
Body Computer node
B-C CAN
YES
B-C CAN
Air conditioner node
B-CAN
YES
B-CAN
Convergence node
B-CAN
YES
B-CAN
B-C CAN
B-C CAN
Instrument board node
B-CAN
YES
B-CAN
Radio receiver node
B-CAN
NO
/
Parking sensor node
B-CAN
YES
B-CAN
Auxiliary heater node
B-CAN
YES
B-CAN
Engine control node
C-CAN
YES
C-CAN
Robotized gearbox node
C-CAN
YES
C-CAN
Braking node
C-CAN
YES
C-CAN
Electric drive node
C-CAN
YES
C-CAN
Yaw sensor node
C-CAN
NO
/
Some control units and nodes are indicated as “diagnosis-free”, despite their featuring selfdiagnosis functions (e.g. rain sensor control unit): in fact, they do not feature any implemented
diagnostic protocol, and their errors (if any) are detected through the diagnosis of other control
units (e.g. BCM).
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9.1.4 Diagnosis instrument adapter
The diagnosis of Fiat Punto, which makes use of a serial network of the CAN HIGH SPEED
type, can be performed by means of the new A16HS high-speed cable. Moreover, release
6.30 (or any other subsequent release) shall be installed on the Examiner in order to access
all the functions.
The CAN A16HS high-speed interface is made up of an EOBD standard connector, a
Bantamate female connector (for connection with the Examiner) which includes an electronic
circuit and a yellow/green LED for indicating the operating status.
Installation and diagnosis
Insert the CAN A16HS high-speed interface between the vehicle’s diagnosis connector and
the Examiner extension cord. After making the connection, the take-off LED will blink, then it
will blink steadily in a green colour. After actuating communication with the control unit on the
CAN line, the LED will be ON steadily, yet it will turn yellow. The continuous blinking of the
yellow LED indicates that a communication error has occurred.
C-CAN network terminating resistors
Terminating resistor
Node
Description
Available
BCM
Body Computer node
X
BSM
Brake node
X
CTM
Convergence
X
EPS
Steering node
X
YRS
Yaw sensor
X
MTA
Robotized gearbox
X
ECM
Engine control node
Not available
X
The terminating resistor on the C-CAN network is available both in the ECM and the BCM and
features a value of 120 Ω for both of them.
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9.1.5 B-CAN low-speed line
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FULL B-CAN NETWORK
BASE A-CAN NETWORK
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9.1.6 C-CAN high-speed line
BASE C-CAN
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C-CAN with MTA
without ESP
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C-CAN with ESP
without MTA
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C-CAN MTA C514 & ESP
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LIN line
9.1.7 Remote-control switch/Fuse holder unit
The Nuova Punto features various types of power distribution units realized by means of 3
different technologies:
power PCB;
sheared circuit;
wired with sheared circuit.
In particular:
Body Computer node control unit (BCM–Body Computer Module), realized with Power PCB.
Engine compartment control unit (FDU – Front Distribution Unit), realized by means of a
sheared circuit.
Fuse control unit on the battery positive pole (BDU - Battery Distribution Unit), realized by
means of a sheared circuit.
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Optional fuse control unit on the battery positive pole (BDU-S Battery Distribution Unitsupplementary), realized by means of a sheared circuit.
Luggage compartment control unit (RDU – Rear Distribution Unit), wired with a sheared circuit.
BCM fuses
A
DESCRIPTION OF COMPONENT FUNCTION
F21
7.5
EPS
F22
7.5
Brake pedal switch (normally open), clutch switch, IPC
F26
7.5
F42
20
Bidirectional window washing pump
F44
-
ESL
F45
10
IPC, diagnosis connector (DLC), display, DAB
F51
15
ITM or radio, CTM or mobile phone connector
F53
10
F58
10
BSM, SAS, brake pedal switch (normally closed), cable stretcher (EPB), YRS, ASR
deactivation switch
Front dome light, rear dome light, glove compartment light, sun visor light,
front door mudguard light, boot light
Airbag module (SDM), weight sensor
Rain/twilight sensor, parking assist module, CTM or mobile phone connector, CSS control
F61
7.5
illumination (LED), ELC control illumination (LED), SWC control illumination (LED), TPMS,
sunroof motor.
F73
15
Luggage compartment door unlock actuator
F77
10
Engine fuel lid and door closing
F85
15
Reserve output
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identif. code
Component
on FDU
Identif. code
FDU fuses
Description
01
F2
BCM
10
F4
Engine BSM
53
F5
Valve BSM
09
F12
Engine cooling fan (low-middle speed or single speed)
08
F13
Engine cooling fan (high speed)
38
F14
Left low-beam headlamp
39
F15
Right low-beam headlamp
40
F16
Left high-beam headlamp
41
F17
Right high-beam headlamp
05
F18
Passenger’s glove compartment
47
F20
ECM
50
F23
MTA and gearshift lever
48
F24
HVAC, ACC, driver’s door control, side mirrors, reversing light (MTA C514)
46
F25
LHM, RHM
34
F27
Oxygen sensor heater heating, EGR, canister, etc. (secondary loads)
30
F28
Ignition coils, injectors or ECM (2 power supply) (primary loads)
nd
33
F29
Power supply ECM
51
F30
Fuel pump
25
F31
Fog lights
27
F32
Headlamp washing pump
37
F33
Horn
42
F34
A/C compressor
49
F35
Starter relay
29
F36
Valves (Bi-power)
29
F36
Fuel filter heater
04
F37
Robotized gearbox pump
54
F38
+30 A/C control panel, ECC
36
F39
+30 Selespeed or MTA or TCM
32
F43
ECM
31
F54
Cigar lighter or 12 V output
45
F59
Fuel water sensor, reversing light, flow meter hot film
02
F69
Rear heated window
43
F70
Side mirror defrosting
26
F85
Front right window regulating motor
28
F86
Front left window regulating motor
52
FS2
Spare
44
FS4
Spare
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9.1.8 Wiring
Table 1: Engine compartment
Left headlamp
Right headlamp
G009
Front wiring (R)
Rear
B001
washing
pipe
Engine
A/C
cooling fans
pressure
sensor
FDU
Washing
B
pump
D
Power supply with FDU
G005
Plastic inserts
BSM
Rubber
G001
Wiring HVAC (K)
ECC
Front bodywork wiring (L)
G029
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BCM
G031
Intrument panel wiring (P)
G021
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Table 2: Engine power supply
Wiring – Battery (M)
G012
A/C compressor
G002
B001
Reversing switch
G006
I
n
FDU
Engine
Engine wiring (E)
sensors
t
B
e
D
r
ECM
m
e
d
Selespeed
i
pump
a
Selespeed pump
t
relay
e
Wiring + Battery (B)
Alternator
3
5
0
0
wiring (J)
Starting motor
30L
Alternator
Selespeed
In-line
connection
w
i
r
i
Front wiring body (L)
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Table 3: Bodywork
Pedal
DLC
BCM
switch
MTA C514
Cockpit wiring (P)
YRS
Front seat
SDM
Front seat
Door wiring (D)
G024
channel
Front bodywork wiring (L)
channel
Door wiring (S)
EPS
G036
Preset G033
Rear left light
PAM
Rear bumper
wiring (X)
G041
Rear fog
light
License plate
Reversing light
Door wiring (F)
Door wiring (T)
RDU
Rear right light
light
Parking sensor
wiring
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9.1.9 Electronic components
The “Famiglia1” architecture is made up of the elements listed in the table below:
Name
Origin
TPMS (Tyre pressure measuring control unit)
Derived from Nuova Croma
PAM (Parking sensor node)
New
Audio hi-fi amplifier
Derived from Punto
BCM (Body Computer node)
New
IPC (Instrument board node)
New
RRM (Radio receiver node)
Derived from Ypsilon
CTM (Convergence node)
Derived from 159 (Alfa 939)
RLS (Rain sensor control unit)
New
SRM (Sunroof control unit)
Derived from Ypsilon
SDM (Airbag node)
New
MTA (Robotized gearbox node for petrol version) (1.4 Fire)
New
MTA (Robotized gearbox node for diesel version) (1.3 jtd, 90 HP)
New
ECC (Air conditioning node)
Derived from Ypsilon
ECM (Engine control node)
New/Derived (for engine versions)
BSM (Braking system node)
New
YRS (Yaw sensor)
New
EPS (Electric drive node)
New
AHM (Auxiliary heater node)
New
The derived components differ in the HW/SW implementation from the components used on
the reference models (e.g. Nuova Croma).
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Use control module
The Nuova Punto “Famiglia1” architecture provides for integration of the user controls within
switch holder modules.
The modules are listed in the table below, together with the other controls.
Modules
Origin
CDC,RDC (Passenger’s rear/front door window regulator control)
New
Stop switch
Common component derived from
Opel
CSM (Steering column stalk control module)
Derived from Ypsilon
Switch on the clutch
Common component derived from
Opel
Control dashboard on the driver’s side front door
New
CSS (Central control dashboard)
New
ELC (Left control dashboard)
New
Gearshift control lever
New
Steering wheel controls for the horn and the audio/telephone systems
New
Information-communication/roof control dashboard on the ceiling light
New
fixture
The derived components feature the same interface to the vehicle wiring (wiring
diagram/connector) as the reference model.
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9.2 Description of components
9.2.1 Engine compartment control unit (FDU)
The FDU control unit is a branching-off unit with sheared circuits, installed in a sealed
container located in the engine compartment in the left headlamp area, which holds fuses and
remote-control switches and protects the electric loads.
The FDU node is interconnected to the front bodywork cable harness, the front cable harness,
and the engine service pre-wired cable harness.
Functions
The front distribution nodes manages the following functions:
headlamp washing;
right and left side rear-view mirrors;
rear heated window;
cigar lighter;
horns;
engine cooling fans.
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9.2.2 Luggage compartment node
This node is located in the left bottom part of the luggage compartment, next to the rear
headlamp. It also houses some fuses used to protect the systems managed by the node.
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9.2.3 Body Computer node (BCM)
The Body Computer node is located inside the instrument board (in the bottom left part, under
the left control dashboard). It can be easily located since it houses the instrument board fuses
(see figure below).
Body Computer node (BCM)
The Body Computer node is interconnected to the front bodywork cable harness and the
dashboard cable harness.
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Position on the vehicle
To gain access to the fuse holder control unit on the instrument board, unscrew screws A,
then remove the cover.
Functions managed
The Body Computer node (BCM) is an electric/electronic component used both to distribute
the electric power (power PCB) and manage the vehicle’s serial lines as well as the functions
below:
passenger compartment interior lighting;
external lighting (sidelights, brake lights, low/high-beam headlamps);
indicator lights;
reversing lights;
wiper operation;
rear heated window;
door and boot lock/unlock;
fuel level;
fuel pump;
key status management and acquisition;
gateway between the B-CAN and C-CAN networks, and between the LIN and B-CAN.
The immobilizer and remote control RF antenna interfaces are provided on the BCM.
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Pin-out
Connector LA
Pin
Description
1
Kl 15 relay control (T6)
2
Switch lighting
7
Fog light relay control
4
KL 15a relay control (T30)
5
VSO output 2
3
Headlamp washing pump sensor signal
6
Driver’s door ajar signal to the MTA
8
Four indicator LED control
9
Horn relay control
10
High-beam headlamp relay control
11
Comfort closing WLW
12
Rear defrosting LED control
13
KL 15a relay control T5
14
Not connected
15
Not connected
16
Low-beam headlamp relay control
17
Boot opening switch signal
18
Four indicator switch signal
19
Light switch signal (normally closed)
20
Rear defrosting switch signal
21
Brake oil level signal
22
Front wiper parking contact signal
23
Reserve input
24
Front wiper contact signal
25
Clutch switch signal
26
After-sales anti-theft system signal
27
Front brake pad wear sensor signal
28
Brake light switch signal (normally open)
29
Front driver’s door key cylinder switch (lock/unlock)
30
Front passenger’s door key cylinder switch (lock/unlock)
31
Reserve output
32
Antenna RF (GND) – coaxial cable
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33
Quick signal 1 unlock
34
Quick signal 3 unlock
35
Roof LIN
36
Front high speed CAN-L to ACC, LHL
37
HS Powertrain/Chassis CAN-L to the diagnosis connector
38
HS Powertrain/Chassis CAN-L to wiring L
39
LS CAN-A on wiring L
40
Fuel level sensor ground
41
Rear left door closing switch signal
42
Boot closing switch signal (normally closed)
43
Handbrake sensor or damaged cable signal
44
Right door rear glass detection switch
45
Fuel level sensor signal
46
Rear window defrosting relay control
47
Antenna RF (Signal) – coaxial cable
48
Quick signal 2 lock
49
A/C request signal
50
Serial line ASM
51
Front HS CAN-H to ACC, LHL
52
HS Powertrain/Chassis CAN-H to the a diagnosis connector
53
HS Powertrain/Chassis CAN-H on wiring L
54
LS CAN-B on wiring L
55
Rear right door closing switch signal
56
Front passenger’s door closing switch signal
57
Front driver’s door closing switch signal
58
Left door rear glass detection switch
59
External temperature sensor ground
60
External temperature sensor signal
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Connector LC
Pin
1
Description
Front right indicator light
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2
Front right light control
3
Ceiling light control
4
Front right light control
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5
6
7
Front right parking light
8
Front left parking light
9
Front right indicator light
10
Right side indicator light
11
Rear right indicator light
12
Rear fog light
13
Central brake light
14
License plate light
15
Right brake light
16
Left brake light
17
Rear right dimmer
18
Rear left dimmer
19
Left side indicator light
20
Rear left indicator light
Connector PD
Pin
Description
1
Immobilizer antenna
2
Spare
3
Spare
4
Bus LIN
5
B-CAN B
6
C-CAN H
7
Rear window regulator relay control
8
Spare
9
Light switch module
10
Four indicator button LED
11
Central locking button LED
12
Rear window button LED
13
Parking assist deactivation LED
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14
Spare
15
Immobilizer coil power supply
16
Immobilizer antenna
17
C-CAN H
18
Spare
19
Ground
20
B-CAN A
21
C-CAN L
22
Power steering control
23
Four indicator button control
24
Rear window regulator switch
25
Boot button actuation control
26
Spare
27
Spare
28
“City” button control
29
Windscreen wiper control
30
Fog light control
31
Acc signal
32
+15 signal
33
Spare
34
Reference ground
35
C-CAN L
36
Spare
37
Blinking control
38
Light self-actuation control
39
Lock/unlock signal
40
Front wiper adjustment control
41
Cruise Control settings
42
Reference ground
43
Spare
44
Rear fog light control signal
45
Cooling fluid level signal
46
Spare
47
Spare
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48
Ignition key power supply
49
Ground
50
Steering wheel control 2
51
Indicator light control
52
Steering wheel controls 3
53
Steering wheel horn controls
54
Wiper controls (speeds 1 and 2, automatic, intermediate)
55
Front/rear window washing control
56
Spare
57
Ground signal BCM
58
Defrosting button signal
59
A/C signal
60
Window washing fluid level signal
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Connector LE
Pin
Description
1
Central door deadlock control power supply
2
Cigar lighter socket light
3
Bi-directional washing pump control
4
Right dome light control
5
Rear dome light control
6
Pam, Tpms, roof power supply
7
Rain sensor power supply
8
Brake switch normally open
9
Clutch switch
10
Spare
11
Spare
12
Spare
13
Spare
14
Bi-directional washing pump control (rear)
15
Rear wiper switch control power supply
16
Wiper high speed control power supply
17
Spare
18
Door locking control power supply
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19
Central door locking/unlocking control power supply
20
Brake module power supply
21
Comfort function enable power supply
22
Brake switch power supply
23
ASR button power supply
24
EPS power supply
25
Front ceiling light fixture power supply
26
Rear ceiling light fixture power supply
27
Front mudguard light power supply
28
Luggage compartment light power supply
29
EOBD connector power supply
30
Boot lock power supply
31
Driver’s door unlocking control
32
Front wiper low speed power supply
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Connector LK
Pin
Description
1
RF antenna signal
2
RF antenna ground
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Connector LG
Pin
Description
1
+ 30
2
Spare
3
Radio power supply
4
Spare
5
IPC + 15
6
EPS + 15
7
SDM + 15
8
EOBD connector power supply
9
Spare
10
Ground BCM
11
+ 30 esl
12
Display power supply
13
Telephone + 30
14
Spare
15
Glove compartment chest light power supply
16
Glove compartment light power supply
17
ELC light power supply
18
Spare
19
Spare
20
Spare
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9.2.4 Instrument board node (IPC)
Features
The design of the 199 instruments has been realized by establishing a “family feeling” with the
other FIAT vehicles of its generation, such as Stilo, Punto Face Lifting and Panda, all of which
feature orange background illumination.
The instrument board node (IPC) is an electronic component connected to the B-CAN network
and the dashboard cable harness: it acquires some user controls and manages the vehicle
menu and the headlamp trim control. The connector provides for discrete interfacing with other
vehicle systems (engine control) and is available in two versions with three type of display:
Version with black graphic elements
Mode display
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Comfort display
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Matrix display
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Version with white graphic elements
Mode display
Comfort display
Matrix display
Vehicle panel with re-configurable matrix display, connected to the B-CAN network and
standardized for the right-hand and left-hand drive versions, with various indicators. The
electronic architecture of the indicators is realized by means of a microprocessor and stepping
motors, ensuring accuracy and continuity (no tripping or crawling) over the entire reading scale
under the operating limit conditions.
It is equipped with a maximum of 30, 28 and 23 LED light-up warning lights (Mode, Comfort
and Matrix, respectively), with negative contrast (2 warning light presettings that can be
actuated through the CAN network).
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Speedometer
The instrument board provides a speed reading slightly higher than the actual speed, due to
safety reasons. This increase is calculated by the panel. Upon key-ON, the indicator reaches
0 (zero) k.p.h. (or m.p.h.) and the instrument board displays the vehicle speed information.
Revs counter
Upon key-ON, the indicator reaches 0 (zero) r.p.m. and the instrument board displays the
engine revs information. Moreover, a revs counter anti-oscillation logic is available in the
engine idle running conditions.
Fuel level indicator
Two seconds after the key-ON, the indicator displays the fuel level information.
The indication corresponding to the start of the “fuel reserve” is red, and the relevant warning
light is made of an amber LED (positioned among the indicator’s graphic elements). The
indicator calibration ensures greatest accuracy at the start of the red sector.
Engine coolant temperature indicator
Two seconds after the key-ON, the indicator displays the engine coolant temperature
information.
The indication corresponding to the start of the “hazard area” is red, and the relevant warning
light is made of a red LED (positioned among the indicator’s graphic elements). The indicator
calibration ensures greatest accuracy at the start of the red sector.
Pointer behaviour:
- if the temperature is ≤ 50°C, the pointer will position itself on the first mark/grade of the scale;
- if the temperature is included between 50°C and 80°C, the pointer will move linearly;
- in the temperature is included between 80° and 15°C (normal operation), the pointer will
remain stable in the middle of the scale;
- if the temperature is included between 115° and 124°C (uphill) and between 120° and 115°C
(downhill), the pointer will move linearly.
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- If the temperature is 124°C (uphill), the pointer will remain at the start of the red hazard
sector of the scale (124°C÷130°C);
- if the temperature equal to or higher than 124°C, the max. engine coolant temperature
warning light will come on; at the same time, the pointer will position itself at the bottom of the
scale.
MODE panel
Dimensions
52 x 36.6 mm2
Visible area
44 x 24.6 mm2
Power supply
5V
COMFORT panel
Dimensions
73.5 x 54 mm2
Visible area
64.5 x 27 mm2
Pixel dimensions
0.7 x 0.94 mm2
Max. interpixel
dimensions
0.03 mm
Power supply
4/7V
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MATRIX panel
Dimensions
80 x 48 mm2
Visible area
67 x 35 mm2
Pixel dimensions
0.37 x 0.37 mm2
Max. interpixel
dimensions
0.02 mm
Position
on the vehicle
The IPC is located in the driver’s side dashboard.
Instrument board pin-in/pin-out
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PIN FUNCTION
1
IPC ground
2
+30 IPC
3
KL 15
4
5
B-CAN A
6
B-CAN B
7
8
9
Control menu trip from the CSM (steering column stalk)
10
11
12
13
14
15
16
17
18
MIL warning light control form the ECM
IPC functions
Acquiring, from the B-CAN line, the airbag status signal (ON, OFF, Flash) from the SDM.
Transmitting, on the B-CAN line through the airbag warning light signal, the airbag warning
light status (ON, OFF, Fail).
Diagnosing the airbag warning light and the front passenger’s airbag deactivation warning
light, and storing possible faults (permanently, until their are remedied) into the IPC memory.
If the signal from the SDM in the B-CAN is delayed, the IPC shall make the airbag warning
light to come on.
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Trip Computer
The trip computer makes it possible to show, on the vehicle panel display, the values relative
to the route, consumption and the distance covered by the vehicle.
Two trip computer modes (A and B) are provided for the Comfort and Matrix panels, which are
fully independent from each other and can be shown on the display by pressing the “TRIP”
button (dedicated) located on the right lever of the steering column stalk.
The Mode panel features only the “Trip A” mode.
Data displaying by the driver follows a pre-established sequence (see list below):
TRIP A
TRIP B
Distance covered- Fuel distance
Distance covered
Average consumption
Average consumption
Average speed
Average speed
Driving time
Driving time
Instant consumption
Fuel distance
The values shown can be represented by means of the decimal system (km, k.p.h., k.p.l.,
l/100 km) or the British system (miles, m.p.h., m.p.g.),depending on the driver’s choice (see
the set-up menu).
The trip computer is reset (new mission):
- “manually” by the user by pressing the “TRIP” button for some time;
- “automatically” when the covered distance reaches the maximum value [9999.9 km (miles)
for the Comfort and Matrix panels, or 3999.9 km (miles) for the Mode panel], or when the
driving time reaches 99:59 (99 hours and 59 minutes);
every time after the battery is reconnected.
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When the maximum kilometre distance that can be displayed on the trip odometer is reached,
the latter will display 0.0 again.
Example (Mode panel)
Trip Computer items:
Fuel distance [km] or [miles]: it indicates the estimated distance hat can be covered with the
fuel found in the tank, by assuming that the driver will keep on driving by following the same
driving behaviour.
Covered distance [km] o [miles]: it indicates (0 to 9999.9 for the Comfort and Matrix panels, 0
to 3999.9 for the Mode panel) the distance covered by the vehicle from the start of the
mission, i.e. since the trip odometer has been reset by the driver. The indication is consistent
with the value shown on the odometer. The display is updated every 100 metres.
Average consumption [k.p.l.] or [l/100 km] or [m.p.g.]: it indicates the average consumption
from the start of the mission. The unit of measurement [k.p.l.] cannot be selected in the Mode
panel.
Instant consumption [k.p.l.] or [l/100 km] or [m.p.g.]: it indicates the fuel consumption
constantly updated. It helps the driver be aware of the consumption differences according to
the driving behaviour. The unit of measurement [k.p.l.] cannot be selected in the Mode panel.
Average speed [k.p.h.] or [m.p.h.]: it is calculated starting from the start of the missions.
Driving time [hh:mm]: it indicates the time [00:00 to 99:59) elapsed since the start of the
mission, with resolution and updating of 1 minute. When the maximum value is reached, the
count will be reset automatically.
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Set-up menu
The set-up menu functions can be actuated only when the vehicle is stopped, except for the
“speed limit” function (speed limit threshold and speed limit actuation/deactivation selection).
Pressing the “Menu / Esc”, “+” and “–“ buttons will allow you to select, adjust and set the
displayed values.
If no operation is carried out for some time, the standard screen will be resumed.
Mode panel
Speed: speed limit threshold selection and setting: the “SPEED” writing appears in place of
the odometer; “k.p.h.” or “mph” writing depending on the set unit of measurement; “OFF” or
“ON” writing and speed limit in place of the clock, with a range of 30 to 250 k.p.h. (20-155
m.p.h.) and a step equal to 5 k.p.h. (5 m.p.h.).
Clock setting: the “Hour” writing appears in place of the odometer.
Buzzer setting (one single setting for the alarms, faults, warnings, button pressing): 0 (mute) to
7 (max. volume) with the “Buzz” writing in place of the odometer.
Setting the unit of measurement (distance): “Unit” writing in place of the odometer.
Comfort and Matrix panels
Speed: speed limit threshold selection and setting.
Twilight sensor sensitivity level control (where the twilight sensor if available).
Trip “B” actuation/deactivation.
Clock and time format (12/24 h) setting.
Date setting.
Audio information repeat actuation/deactivation.
Actuation/deactivation of automatic door/boot locking above 20 k.p.h.
Setting the units of measurement (distance, consumption, temperature).
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Language setting (Italian, English, German, Portuguese, Spanish, French, Dutch, Polish).
Alarm/fault/warning buzzer volume setting.
Button pressing buzzer volume setting (roger beep).
Seat belt reminder re-actuation.
Servicing slip expiry displaying (km/miles).
Passenger’s airbag actuation/deactivation.
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Initial setting – Instrument initialization
The table below shows the factory-made instrument settings for the vehicle.
Feature
Speed limit (ON/OFF)
Speed limit
(threshold)
Twilight sensor
sensitivity (1…3)
Trip B (ON/OFF)
Clock setting
(hh/mm)
Time format (12/24 h)
Date setting
(dd/mm/yyyy)
Audio information
repeat (ON/OFF)
COMFORT/MATRIX PANELS
MODE PANEL
Available
Available
Automatic
Automatic
YES
OFF
YES
OFF
YES
130 k.p.h.
YES
130 k.p.h.
YES
2
NO
YES
ON
NO
YES
0:00
YES
YES
24 h
NO
0:00
01/01/aaaa
YES
yyyy: year of release
NO
SW
YES
ON
NO
YES
OFF
NO
Door/boot locking
with speed > 20 k.p.h.
(ON/OFF)
Distance unit of
measurement
YES
(km/miles)
km if the
km if the
speedometer scale is
speedometer scale is
represented by the
represented by the
kilometre; mi if the
YES
kilometre; mi if the
speedometer scale is
speedometer scale is
represented by the
represented by the
mile
mile
l/100 km if the
speedometer scale is
Consumption unit of
measurement
(k.p.l., l/100 km,
m.p.g.)
represented by the
YES
kilometre; m.p.g. if
NO
the speedometer
scale is represented
by the mile
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Temperature unit of
YES
°C
NO
YES
Italian
NO
Buzzer volume (0…7)
YES
4
Button volume (0…7)
YES
4
SBR re-actuation
YES
---
measurement (°C/°F)
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Language (Italian,
English, German,
Portuguese, Spanish,
French, Dutch, Polish)
YES (unified)
4
NO
km if the
speedometer scale is
represented by the
Service (km or miles)
YES
kilometre; mi if the
NO
speedometer scale is
represented by the
mile
Depending on the
Passenger’s airbag
actuation/deactivation
signals from the
YES
SDM
NO
Confirmation: always
NO
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Preventive maintenance signalling (Comfort and Matrix panels)
When the term of the preventive maintenance (the so-called “servicing slip”) is about to expire,
the “Service” message and the “Wrench” icon (followed by the number of kilometres, or miles,
left before the vehicle is to be serviced) will be automatically display upon key-ON (after the
initial check procedure).
The displaying information can also shown on the display at the user’s request, by selecting a
special item in the set-up menu, regardless of the set expiry: the display will show the
kilometres (or miles) left before the vehicle is to be serviced. In this case, the “Wrench” icon
will not appear.
The preventive maintenance schedule provides for 9 “servicing slips” organized in such a way that
each of them is carried out not later than 30,000 km (or 18,000 miles) from the preceding one.
Automatic displaying
The first expiry message will be automatically displayed only once upon key-ON if the
kilometres (or miles) left before the vehicle is to be serviced are equal to or less than ≤ 2,000
km (1,240 miles).
Next, the message will be displayed only once upon key-ON, with the following threshold
values:
1,800, 1,600, 1,400, 1,200, 1,000, 800, 600, 400, 200, 100, 50 km
1,240, 1,116, 992, 868, 744, 620, 496, 372, 248, 124, 62, 31 miles will no longer be displayed
during the time period in between.
When the limit expiry value (0 km/miles) has been reached, the “Servicing expired” message
will be displayed. The driver can interrupt this message by pressing the “Menu/Esc” button.
Displaying at request
The expiry value can be displayed at request at any time by means of a specific item of the
set-up menu.
When the limit expiry value (0 km/miles) has been reached, the “Servicing expired” message
will be displayed.
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Displaying after the 9 slips have been carried out
After the nine servicing slips have been completed, no message will be displayed
automatically any longer, and the respective item from the set-up menu cannot be selected
any more (i.e. it cannot be actuated).
Reset by the servicing dealership
Upon every scheduled expiry, the following operations shall be carried out:
the “km” (or mile) counter shall be reset to the starting values, through the diagnosis
instrument;
the execution of the preventive maintenance (“servicing slip”) operation shall be stored in the
memory: therefore, the latest “slip” carried out shall be traceable, through such indications as
the date of servicing, number of the slip, and the total distance covered (kilometres). These
stored data are kept even if the battery is disconnected from the vehicle.
Vehicle panel replacement
In case of vehicle panel replacement, the following operations shall be carried out:
resume the covered kilometres (or miles) as indicated by the odometer;
check the number of servicing slips carried out and write them down on the new vehicle panel;
check the counter that calculates the kilometres (or miles) left before the vehicle is to be
serviced again, then write them down on the new vehicle panel.
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Other functions:
Clock
As regards the Mode and Comfort panels, the hour/minute indication will always be available,
both upon key-ON and key-OFF. As regards the Matrix panel, the hour/minute indication will
be available only upon key-ON: the clock will not be displayed upon key-OFF.
Time setting as an item of the set-up menu
As regards the Comfort and Matrix panels, the “24 h” (0–23 h) or “12 h” (1–12 h) mode can be
selected from the set-up menu. The “AM” and “PM” indications will not be displayed. As
regards the Mode panel, only the “24 h” mode can be displayed, since the respective set-up
menu item is not available.
Headlamp trim correction (“C.A.F.”)
The headlamp trim correction function provides for 4 preset vertical headlamp orientation.
These positions can be obtained by pressing the “CAF+” (light beam raising) and “CAF–“ (light
beam lowering) buttons: an electric motor connected inside the headlamp causes the
reflectors to be rotated automatically.
The current headlamp position is signalled on the vehicle panel by the headlamp inclination
icon and the corresponding number (0 to 3).
The C.A.F. buttons are active only when the key is ON and the low-beam headlamps have
been switched on.
Upon key-OFF, the function is disabled, and the vehicle panel memorizes the position of the
headlamp trim corrector. When the low-beam headlamps are not active any longer, handling
will be disabled and the current position of the headlamp reflectors will be maintained.
Upon key-ON, and when the low-beam headlamp ON control is available, both the “headlamp
trim corrector” symbol and the number for the current position will light up on the instrument
board display.
When the low-beam headlamps are switched off, both the symbol and the respective number
will go out, and the function will be disabled.
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“Speed limit” function
A speed limit can be set (within a range of 30 to 250 k.p.h. and steps of 5 k.p.h., i.e. 20 to 155
m.p.h. and steps of 5 m.p.h.), which actuates, when the limit is exceeded, the following driver
warning procedure:
the relevant “speed limit exceeded” message will be displayed. As regards the Mode panel,
the fixed “Speed” writing (in place of the odometer), “k.p.h.” or “m.p.h.” writing will appear,
depending on the set unit of measurement, or a fixed writing indicating the speed limit
exceeded, together with the unit of measurement (km/miles) in place of the clock.
Acoustic buzzer signal
The message will disappear after the warning cycle has been completed and/or when the vehicle
speed falls below 5 k.p.h. (or the equivalent m.p.h. value) with respect to the set limit value.
“Follow me home” function
This function makes it possible to obtained timed illumination outside the vehicle (e.g. lowbeam headlamps) even after the vehicle has been stopped (for safety reasons, safe
homecoming, etc.).
The vehicle panel display will show the “F XXX” or “Follow me XXXs” writing, where:
-
“F” (Mode panel) or “Follow me” (Comfort and Matrix panels) represents the “Follow me
home” function message;
-
“XXX” indicates the illumination time (seconds) set through the steering column stalk. A
maximum of 7 steering column stalk pulses (i.e. 210 seconds) is permitted.
The writing will be displayed for about 20 seconds after the latest pulse given, unless the
function is deactivated (through the steering column stalk).
EXAMPLE (Mode panel)
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Dualogic (robotized gearbox) function (Comfort and Matrix panels)
The vehicle panel is capable of managing all the robotized gearbox displaying functions.
The gearbox information is always made available, under any operating condition.
Telephone displaying through the Convergence module (Comfort panel)
The panel displays the Convergence status:
- BLUETOOTH status
- telephone company name.
Telephone company
Bluetooth
name
status
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Example
The panel also displays the information sent by Convergence module through a dynamic
multi-message. The number of frames that can be received depends on the number of
characters sent by the Convergence module.
Examples
Displaying form the Convergence module (Matrix panel)
Telephone displaying
The Convergence status and the information sent by the Convergence module will be
displayed on one single screen.
Navigator displaying
The following information is displayed:
Navigation pictograph
Distance to the next turn
Unit of measurement
Name of the street or road
Logistic mode
This function can be actuated/deactivated only through the diagnostic network and makes it
possible to cut down consumption (current absorbed) so as to prevent the battery from running
down.
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In particular, the vehicle board disables the following displaying (upon key-OFF and key-ON):
clock;
odometer (even when the front doors are opened or closed).
Warnings and messages
Message displaying (Comfort and Matrix panels).
The messages on the display are divided into four different classes:
high-priority anomalies;
low-priority anomalies;
warning messages (e.g. doors/boot open);
feedback (e.g. ASR ON/OFF).
When a fault occurs on the vehicle, the following will be displayed:
the warning light (and/or the icon on the Matrix display) corresponding to the fault;
the message corresponding to the description of the anomaly and/or the actions to be taken
by the driver. The display will illuminate at its maximum brightness (except for “Ice danger”
and the feedback messages).
The most important warnings and messages are accompanied by an acoustic signal
simultaneous with the message displaying. All the information contained in the display section
reserved for message displaying will be replaced by the information on the anomaly.
The messages are displayed upon very key-ON until the malfunction is identified and
remedied. In any case, the displaying can be interrupted by the driver by pressing the
“Menu/Esc” button. When the message displaying has been completed, and if the anomalous
condition persists, the warning light (and/or the icon on the Matrix panel) will remain ON.
In the event that several anomalies are found simultaneously, the display will show, in a
“rolling” fashion, each of the anomaly messages/ideographs over the duration of one
displaying cycle.
All the messages that fall within the abovementioned four classes are managed as follows:
Comfort panel: on displaying strings, each of them lasts 1.5 seconds max. and occupies 5
rows max (these strings make up a displaying cycle);
Matrix panel: on one single screen.
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The displaying time may vary depending on the class of the message:
- high priority anomalies: 20 seconds (Matrix panel) or 8 cycles (Comfort panel);
- warning/low priority anomalies: 10 seconds (Matrix panel) or 4 cycles (Comfort panel)
- feedback: 5 seconds (Matrix panel) or 1 cycle (Comfort panel).
Anomalies that require being checked with the engine running:
the following warnings and messages shall only be displayed when the engine is running:
- “battery charge status” icon (Matrix panel);
- “low engine oil pressure” message;
- “engine check required” message.
Message displaying (Mode panel)
On the Mode panel, the anomalies are signalled by the lighting of their respective warning
lights.
Moreover, the messages below are displayed:
-
speed limit exceeded (for 10 seconds);
-
inertia switch actuation: the respective message is displayed in place of the odometer:
the message will remain ON until such the inertia switch is being actuated.
Speed limit exceeded
Inertia switch actuation
Acoustic buzzer
Some functions and warnings are accompanied by an acoustic signal.
The vehicle panel features an internal buzzer that performs the following functions:
- alarm/warning/danger signalling;
- robotized gearbox request signalling (where the robotized gearbox is available);
- parking sensor signalling (where the parking sensor is available);
- safety belt reminder signalling;
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- indicator/emergency light ticking sound;
- button pressure “roger beep”.
The acoustic signals may differ in loudness and frequency, depending on the signalled
function.
The alarm signal volume can be set down to 0 (acoustic signal OFF), except for the robotized
gearbox, parking sensor, SBR and indicator/emergency ticking signals, for which a volume
other than zero is provided.
The access priority among the various signals is managed by a priority table in the vehicle
panel.
LED diagnosis
LED diagnosis is provided for the warning lights listed below (the vehicle panels memorize and
transmit, through the CAN network, the warning light status (ON/OFF) and the presence of
possible failure):
handbrake ON/low brake fluid level/EBD failure;
ABS system failure;
ESP system actuation/failure;
AIRBAG system failure;
passenger’s AIRBAG deactivation;
safety belts not fastened (SBR);
electric drive failure.
Signalling safety belts not fastened
It may be of 3 types, in automatic operation:
A) First warning cycle: signalling by means of the warning light.
The “safety belt” warning light informs that the safety belt has not been fastened (both on the
driver’s and passenger’s sides) by coming on steadily since the key-ON.
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B) Warning cycle: signalling by means of the warning light and the acoustic signal.
The warning light on the board starts blinking, and the acoustic signal sounds intermittently for
90 seconds if any of the following conditions occurs:
elapsed time of 60 sec and vehicle speed higher than 10 k.p.h.;
vehicle speed higher than 25 k.p.h.;
covered distance longer than 500 m.
If the belts are fastened during the cycle, the warning cycle will be automatically interrupted
and will be repeated only when the unfastened belt condition occurs again.
Warning cycle switch-off mode: the driver may switch the warning cycle off temporarily
before the key-ON (by fastening the front safety belt(s), by keeping the same for at least 20
seconds with the key ON and then releasing it) or permanently, by asking for the assistance of
the Technical Service personnel. The warning cycle is actuated again upon every key-ON
(with the temporary switch-off mode).
Warning cycle re-actuation mode: the driver may actuate the warning cycle again (it the
latter has been switched off permanently) by either asking for the assistance of the Technical
Service personnel (Mode panel) or through a special item of the set-up menu (Comfort and
Matrix panels). This item will disappear when the warning cycle is actuated again.
External temperature displaying
Available with the Comfort and Matrix panels.
The external temperature indication is ensured, if the external temperature sensor is available,
in standard screen conditions.
The desired unit of measurement (°C or °F) can be selected from the set-up menu.
Warning/danger signalling: “Ice”
Available with the Comfort and Matrix panels.
In order to warn the driver that icy patches may be found on the road surface, when the
measured external temperature is equal to or less than 3°C, the Comfort panel display shows
the warning message:
the blinking external temperature (for the duration of the message);
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the respective icon (“snow” symbol) (Matrix panel only).
The warning cycle is carried out only once after an external temperature equal to or lower than
3°C has been recognized; it can be repeated only if the temperature reaches a value of more
than 6°C and then is again equal to or lower than 3°C.
Warning/danger signalling: “Doors/boot open”
In order to warn the driver that one or several doors or the boot are open, the corresponding
message will be shown on the display as soon as a door or the boot opens. The warning
light/icon will remain ON until all the doors and the boot of the vehicle are perfectly closed.
Moreover, an acoustic signal is actuated when the doors are open while the vehicle is running.
Tyre pressure control (OPT TPMS)
Available only with the Comfort and Matrix panels.
The TPMS system monitors two tyre pressure control thresholds corresponding to the low
pressure and tyre puncture conditions.
In the event that each of these thresholds is exceeded, the respective signalling warning
light/icon will be actuated, and the respective message will be shown on the display. In case of
tyre puncture, the panel will also generate an acoustic signal.
Moreover, a TPMS failure signalling (warning light/icon + message) is available.
Operating conditions
The following functional degrading is permitted during the thermal motor starting phase:
no display back-lighting;
softer panel back-lighting (graphic elements and pointers).
After the transient is over, all the functions will be restored.
However, the maintenance and subsequent use of the data relative to the functions below
shall be ensured during this phase, even following a reset (if any) during the cranking phase:
clock/date;
trip computer (A and B);
trip odometer (included in the trip computer).
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Moreover, the loss of the following data/parameter is not permitted:
odometer;
displaying and calculation logic parameter (e.g. revs counter anti-oscillation thresholds, check
time, recovery time, delay time, etc.);
EOL, Proxi and DTC data;
brightness softening and CAF levels (dimming);
set-up menu setting parameters memorized by the user.
Following a reset during the cranking phase, the panel shall also:
-
carry out a consistency check of the stored data not found in the EEPROM and restore
valid data;
-
restart the check phase upon key-ON, as described below:
warning light check: it starts over for the warning lights driven by the panel, and continues for
the warning lights driven by a signal in a discrete fashion;
indicators: zeroing is permitted in order to carry out total recovery.
Checking upon key-ON: it starts over.
Automatic service messages: they are displayed again.
Checking upon key-ON
Upon every key-ON, the check phase will start for all the electronic control units fitted to the
vehicle, and some warning lights will illuminate on the panel.
Comfort and Matrix panels:
The standard screen (time and date) will be displayed on the panel.
In the event that any anomaly is found during the check phase, the same will be displayed 5
seconds after the key-ON.
Illumination
The vehicle panel lighting provides for two different modes:
active with the lights ON: indicators, graphic elements, display;
active with the key ON (key-ON): display.
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9.2.5 Steering column stalk control module (CSM)
The steering column stalk control module (CSM) incorporates the external lighting controls (on
the light lever located on the left) and the window/rear window wiping and washing controls
(on the wiper lever located on the right).
The module may include the Trip function (available on all the body versions) and the Cruise
Control function (available as an option).
It is interconnected through the dashboard cable harness.
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Convergence node (NCV)
Radio receiver node (NRR)
B-CAN FOR ORIGINAL SYSTEM
RADIO
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Body Computer node (NBC)
Instrument board node (NQS)
Airbag node
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General remarks
LIGHT LEVER
WIPER LEVER
CRUISE CONTROL
LEVER
Light control lever
Below are the controls associated with this lever:
light selector;
flashing light/steady high-beam headlamp switch;
indicator and lane change lights.
The controls are actuated by acting on the levers as follows:
movement on the steering wheel plane in both directions, with double click (the former is
unstable, the latter is stable);
pulling movement towards the driver, with double click (unstable);
ring rotation by 3 or 4 clicks.
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Light selector: it consists of a ring with 3 stable positions, located at the lever end, which is
actuated by rotation along the lever axis.
Wiping control lever
Windscreen wiper control: the windscreen wiper is controlled by a ring with 3 stable
positions, located at the lever end, which is actuated by rotation along the lever axis. Three
different speeds can be chosen: intermittent/automatic operation, continuous speed 1,
continuous speed 2.
Window washer control: the bi-directional pump for front window washing is actuated by
pulling the lever towards the steering wheel crown. This actuation is unstable; therefore, the
lever shall return to its rest position when it is released, thus opening the contact again.
Rear window wiper control: the rear window wiper is controlled by turning a ring with 2
stable positions, located in the middle of the lever.
Rear window washing control: the bi-directional pump for rear window washing is actuated
by pushing the lever towards the dashboard. This actuation is unstable; therefore, the lever
shall return to its rest position when it is released, thus opening the contact again.
“Trip” function button: by pressing the unstable button located at the lever end, the “Trip”
function will be commanded to the vehicle panel.
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Cruise Control control lever
This system is managed by the engine control unit and makes it possible to easily maintain the
set vehicle speed, regardless of the varying running conditions.
Steering column stalk functions
Flashing light/steady high-beam headlamp switch: the flashing light control is obtained by
pulling the lever from the rest position towards the steering wheel crown while preventing the
lever from going past the first click (“flashing light” contact). This actuation in UNSTABLE;
therefore, the lever shall return to its rest position when it is released, thus opening the
“flashing light” contact again.
The “steady high-beam headlamp” control is obtained by pulling the lever the same way as the
flashing light control; in this case, however, the lever shall be allowed to travel a longer stroke, up to
the second click (“high-beam headlamps” contact). Here too, the actuation is UNSTABLE: the lever
shall return to its rest position, thus opening the “high-beam headlamp” and “flashing light” contacts.
The high-beam headlamps can be turned off by pulling the lever again up to the high-beam
headlamp position, the same way as during ignition.
Indicator and lane change light control: this control is obtained by making the lever to move
along the steering wheel plane in both directions (upwards and downwards). The translatory
motion of the lever in each direction of rotation involves two different ways to actuate the
electric contact itself: an UNSTABLE one (referred to “lane change”) and a STABLE one
(referred to as “direction change”). The “lane change” function is actuated through a smaller
angular travel than the one required to actuate the “direction change”.
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Light actuation diagram
Steering column stalk
Body Computer node (NBC)
Left
headlamp
Right
headlamp
Rear Right
headlamp
Rear Left
headlamp
License
plate light
Manual wiping mode: by moving the ring of the steering column stalk lever (located on the
driver’s right) to any of the three position below:
intermittent operation,
continuous speed 1,
continuous speed 2,
the windscreen wiper motor will be actuated as described below.
Intermittent operation: the windscreen wiper is controlled at speed 1, yet with a pause between
two subsequent strokes that varies depending on the vehicle speed, in accordance with the
diagram below:
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Pause time
4,7s
2,7s
1,1s
Vehicle speed
40 k.p.h.
90 k.p.h.
110 k.p.h.
Continuous speed 1: the windscreen wiper is driven at speed 1 (45 strokes per minute).
Continuous speed 2: the windscreen wiper is driven at speed 2 (65 strokes per minute).
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Automatic wiping mode (rain sensor).
The rain sensor is actuated by turning the ring of the steering column stalk right-hand lever to
the intermittent/automatic operation position. Thus, the frequency of the windscreen wiper
strokes can be set depending on the amount of water found on the windscreen.
Such frequency may vary from no stroke at all (no rain – dry windscreen) to continuous speed
2 (heavy rain – wet windscreen).
The rain sensor actuation drives the execution of a windscreen wiper stroke acting as a feedback for sensor switch-on. The user may vary the rain sensor sensitivity by means of the
vehicle set-up menu on the instrument panel.
If the vehicle is switched off and the lever ring is left in the intermittent/automatic operation
position, no wiping cycle will be carried out when the vehicle is next started, even if is rains:
this will avoid unintentional actuation.
To restore the system’s automatic operation, the user shall move the ring from the intermittentautomatic operation position to any other position, and then return to intermittent-automatic
operation position.
When the rain sensor operation is resumed, a windscreen wiper stroke will occur, regardless
of the windscreen conditions, to inform the user that the operation has been resumed.
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When the steering column stalk ring is moved from the speed 1 position to the
intermittent/automatic operation position, a windscreen wiper stroke will occur to indicate that
the rain sensor has been actuated.
If the rain sensor sensitivity is modified (i.e. its value is increased) when the rain sensor is
operating, a windscreen wiper stroke will occur to indicate that the modification has been
made.
In case of rain sensor anomaly (sensor failure), the following strategies will be performed:
if the anomaly occurs upon actuation (when the ring is being turned from the rest position to
the intermittent/automatic operation position), the windscreen wiper will be immediately set to
the intermittent operation, regardless of whether rain is found on the windscreen.
If the anomaly occurs during operation (the ring has already been turned to the
intermittent/automatic operation position, with resulting rain sensor actuation), the windscreen
wiper will be driven according to the latest command sent by the rain sensor until the user
either selects other speeds (continuous speed 1 or 2) or turns the windscreen wiper operation
off (ring position: OFF). In the event that any of the above-mentioned actions is carried out,
any further resumption of the intermittent/automatic position will make the windscreen wiper to
operate in the intermittent mode, regardless of whether rain is found on the windscreen.
In any case, the instrument board will signal the sensor failure; this makes it possible to inform
the user of wrong sensor operation. The failure indication will remain ON until the failure is no
longer found.
Smart front washing: By pulling the steering column stalk lever to the right, front washing will
be actuated. If the lever is pulled upwards for more than 0.5 seconds, the windscreen wiper
will be automatically made to operate at continuous speed 1. When the control is released, the
washing will be turned off and three further windscreen wiping strokes will occur, followed by
one further wiping every 6 seconds to remove dripping.
In the event that the windscreen wiper has already been actuated prior to actuating the
washing control through the lever, the smart washing logic will only be performed to actuate
the same in the intermittent mode.
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Manual rear window wiper operation mode: by turning the ring of the steering column stalk
rear window wiper lever, located on the driver’s right, to ON, the windscreen wiper will be
actuated as described below:
intermittent operation: a pause of 2.7 seconds between two subsequent strokes;
interlocking to the windscreen wiper (in case of simultaneous request): synchronous operation
at a frequency equal to half the windscreen wiper.
continuous operation: with the reverse gear engaged.
Smart rear washing: by moving the steering column stalk right-hand lever, rear washing will
be actuated. By keeping the lever pushed for more than 0.5 seconds, the rear window wiper
will be automatically actuated at continuous speed. When the control is released, the washing
will be turned off and three further rear window wiping strokes will occur, followed by one
further wiping every 6 seconds to remove dripping.
In the event that the rear window wiper has already been actuated prior to actuating the
washing control through the lever, the smart washing logic will only be performed to actuate
the same in the intermittent mode.
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Bi-directional pump
Windscreen wiper motor
FRONT CABL BODY-TO-FRONT CABLE
Rear left headlamp area ground.
Rear window wiper
motor
Front left engine compartment ground
Engine compartment control unit (CVM)
Body Computer node (NBC)
Rain/twilight sensor (CSP)
Tunnel ground
Headlamp
washing pump
Front right engine compartment ground
Steering column stalk
Left side dashboard area ground
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Headlamp washing: When front washing is requested through the steering column stalk, with
the high-beam headlamps ON, headlamp washing will be actuated for 1.2 seconds.
Cruise Control function operation: the system operates in the following modes:
- speed memorization achieved, discrete and continuous speed increase (set +);
- speed memorization achieved, discrete and continuous speed decrease (set -);
- memorized speed recall (resume).
A warning light on the board, actuated by the engine management control unit, indicates the
system’s operating status.
To actuate the system, turn the “ON/OFF” ring to the “ON” ignition position, then bring the
vehicle to the desired speed (the vehicle speed shall in any case be higher than 40 k.p.h.) and
act on the “set+” or “set–“ controls: now, the accelerator can be released, and the Cruise
Control may be allowed to operate automatically.
This system may function over the entire range of revs permitted by the engine, and may
manage vehicles equipped both with manual and robotized gearbox units. However, the
system control does not come into action in the following cases:
- neutral;
- reverse gear;
- 1st speed (mechanic gearbox);
- vehicle speed lower than 40 k.p.h.
The Cruise Control can be deactivated by simply actuating either the brake or the clutch;
pressing the “RES” (resume) button will subsequently make it possible to resume the speed
conditions previously set in the memory.
If the Cruise Control is ON, it will not be disabled by an acceleration request by the driver (e.g.
when overtaking): yet, it will automatically resume the vehicle’s set speed as soon as the
accelerator pedal is released.
The main ring switch-off action will turn the system off and clear any speed previously set.
The ASR (wheel antiskid) function takes priority over the Cruise Control, for safety reasons.
After the ASR system has stopped operating, the Cruise Control function is automatically
resumed to the latest speed value stored in the memory.
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“Set” function: this function, actuated through discrete action of the lever towards the “+” or
“–“ sign, makes it possible to set and maintain, in the Cruise Control, the vehicle speed to the
value corresponding to the instant when the lever is actuated.
“Accelerate” function: this function makes it possible to increase the vehicle speed
previously set in the Cruise Control, so as to generate, as long as the lever is kept operating in
the “+” direction, a steady-slope acceleration ramp. When the lever is released, the system will
maintain and memorize the new speed reached by the vehicle.
“Tip up” function: this function makes it possible to increase the vehicle speed previously set
in the Cruise Control by a constant value every time the lever is slightly moved towards the “+”
sign and subsequently released, thus causing the speed to increase by steps of equal size.
When the lever is released, the system will maintain and memorize the new speed reached by
the vehicle.
“Decelerate” function: this function makes it possible to decrease the vehicle speed
previously set in the Cruise Control, so as to generate, as long as the lever is kept operating in
the “–” direction, a steady-slope deceleration ramp. When the lever is released, the system will
maintain and memorize the new speed reached by the vehicle. The system may only reduce
the set speed (not the actual speed) if the engine is already pulled (e.g. vehicle running
downhill and high gear).
“Tip down” function: this function makes it possible to decrease the vehicle speed
previously set in the Cruise Control by a constant value every time the lever is slightly moved
towards the “–” sign and subsequently released, thus causing the speed to decrease by steps
of equal size. When the lever is released, the system will maintain and memorize the new
speed reached by the vehicle.
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“Resume” function: this function makes it possible to resume, by pressing the “RES” button,
the latest vehicle speed value stored by the Cruise Control if the latter has not been switched
off due to particular conditions (e.g. pressing the brake or clutch pedal). If the gearbox is of the
mechanic type, it is recommended that the same speed previously selected is maintained.
If a speed value has not yet been stored into the memory or the vehicle conditions do not
permit this, pressing the button will produce no effect at all.
“ON/OFF” function: this function makes it possible to actuate and deactivate the Cruise
Control system by actuating the ring switch.
Manual switch-off
Main ring switch set to “OFF”;
engine switch-off or key-OFF;
action on the brakes (including the handbrake): the latest set speed will remain stored in the
memory (it can be recalled by pressing the resume (“RES”) button);
action on the clutch: the latest set speed will remain stored in the memory (it can be recalled
by pressing the resume (“RES”) button);
request for gear shift through the lever (with the Dualogic gearbox unit): in the manual mode,
the latest set speed will remain stored in the memory (it can be recalled by pressing the
resume (“RES”) button);
vehicle speed below the established minimum value (40 k.p.h.): the latest set speed will
remain stored in the memory (it can be recalled by pressing the resume (“RES”) button);
action on the accelerator: in this case, the system will not be actually switched off, yet the
request for acceleration will take priority over the system, thus allowing the manoeuvre
requested by the driver. In any case, the Cruise Control will remain ON, without having to
press the resume (“RES”) button to resume the previous conditions once acceleration has
ended.
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Automatic switch-off
The Cruise Control is temporarily disabled in case of ABS or VDC actuation (longer than a
permitted maximum time); the latest set speed will remain stored in the memory (it can be
recalled by pressing the resume (“RES”) button).
The Cruise Control can be deactivated automatically in case of unintentional or wrong
actuation of the lever buttons and acceleration higher than a pre-established limit value; in this
case, the function can be resumed by acting on the main switch (ON/OFF) during switch-off
and switch-on, and then starting over with the desired speed setting operations.
In the event that a fault is found in the Cruise Control or the engine control system, the Cruise
Control will be disabled until key-OFF. In this case, the Technical Service centre shall be
contacted.
CSM Steering column stalk
BCM > Body Computer node
9.2.6 Radio receiver node (RRM)
The radio receiver node (RRM) is an electronic component connected to the B-CAN network
and the dashboard cable harness.
Interfacing with an external audio amplifier is provided on the radio receiver node (RRM), with
a CD changer and an external module for GSM (telephone) and GPS (navigation)
management.
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9.2.7 Rear parking sensor node (PAM)
General remarks
The parking assist system provides the driver, during the reversing operation, and information
on the distance when approaching obstacles placed behind the vehicle. This device helps you
park the vehicle in safer conditions, since it makes it possible to locate any obstacle found out
of the driver’s field of vision.
The obstacle presence/distance information is transmitted to the driver through acoustic pulse
signals, the frequency of which varies with the vehicle’s distance from the obstacle.
By combining the visual information with the acoustic information generated by the system, the
driver will be able to avoid collisions.
The parking sensor node (PAM) is an electronic component connected to the B-CAN network
and the body-to-front cable harness, which assists driving during the manoeuvres with the
reverse gear engaged, thus recognizing any obstacle at the rear. The interfaces for the
sensors on the rear bumpers, the trailer control unit, and a buzzer placed into the IPC
instrument board node are provided on the PAM parking sensor node.
The parking assist system of FIAT Nuova Punto is made up of the following components:
- ultrasound sensors on the rear bumper;
- one dedicated electronic control unit;
Active ultrasound sensor
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Electronic control unit drawing
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The electronic control unit actuates and controls the sensor functioning, processes the signals
received from the sensors and actuates the acoustic device.
The sensors are ultrasound technology-based electronic components which act as smart
transmitters/receivers with ultrasound technology according to a triangulation method: it allows
better measurement in critical situations or when small obstacles are found.
The emitted pulses are reflected by the obstacles (if any) found in the ray path; thus, the
transducer receives an echo that is converted into a digital signal and sent to the electronic
control unit. The acoustic device is located inside the instrument board; moreover, it signals
the system actuation when the reverse gear is engaged and the fault (if any).
System coverage area
PAM parking node functions
- Acquiring the signals from the rear ultrasound sensors.
- Acquiring the towing hook presence (when the towing hook is available, the system shall be
switched off).
- Acquiring the external temperature signal for the diagnosis strategy (see diagnosis
specification).
- Parking sensor management.
- Transmitting, on the B-CAN line, parking sensor correct operation.
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- Transmitting, on the B-CAN line, the request to the IPC to actuate the obstacle detection
acoustic signal.
- Acquiring, on the B-CAN line, the request for obstacle presence acoustic signal actuation.
- Acquiring, on the B-CAN line, the parking sensor correct operation.
- System failure indication.
- Actuating the obstacle detection acoustic signal.
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Functional diagram
S1-S2-S3-S4
Ultrasound sensors 1-4
Electric wire connection
5
Towing hook available
Electric wire connection
6
Output signals (see PAM)
B-CAN line
F404
Reverse gear actuation status
B-CAN line
F192
External temperature acquisition
B-CAN line
VF458
Buzzer actuation
Internal connection
F020
Vehicle speed/correct operation
B-CAN line
10
Failure warning light
Internal connection
System actuation and deactivation
When the vehicle is started (ignition key turned to “MAR”), a self-diagnosis test is carried out
by the control unit and the sensors: the system will be actuated when the reverse gear is
engaged, and will be deactivated when the reverse gear is disengaged.
The acoustic signal emitted by the system warns the driver that the vehicle is drawing near an
obstacle. It consists of pulse sound signals: the signal duration is constant, whereas the pause
between the signals is directly proportional to the obstacle distance: pulses in a quick
sequence indicate the presence of a very near object.
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A continuous signal indicates that the distance from the obstacle is smaller than 30 cm. If
several obstacles are found, the nearest obstacle will be signalled on approaching. The
acoustic signal will immediately cease if the obstacle distance increases.
The sound cycle remains constant if the distance measured by the central sensors does not
change; conversely, if this situation occurs with the side sensors, the signal will be interrupted
after 3 seconds (in order to avoid, for instance, signals in case of manoeuvres along walls
parallel to the vehicle axis).
If a trailer is coupled with the vehicle, rear obstacles will not be signalled.
The system covers the vehicle’s rear side and median areas.
If the obstacle is positioned in the median rear area, the obstacle will be detected at a distance
of less than 1,50 m. If the obstacle is positioned in a side area, the obstacle will be detected at
a distance of less than 0.6 m.
Work conditions
Work conditions
Functionality
Remarks
Ignition OFF (+30)
Ignition ON (+15)
Parking assist
The system is active with the following
management
conditions:
key ON and reverse gear engaged.
Timed with ignition OFF
Deactivated during the start
Deactivated with battery low
Diagnosis
Upon starting, the control unit carries out a self-diagnosis and sensor test.
Sensors are continuously diagnosed during the system’s operation.
Failure to even one single sensor will disable the operation of the entire system: in this case,
the system will cut itself off and send a failure message.
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Any failure/error will be immediately signalled by means of the vehicle panel and an acoustic
signal.
General position of sensors
9.2.8 External audio amplifier for the hi-fi system
The external audio amplifier is an electronic component connected through the body-to-front
cable harness. The audio amplifier receives the signals from the audio outputs of the radio
receiver node (RRM). Moreover, it receives the consent to actuation from the radio receiver
node itself (RRM).
9.2.9 Spiral cable
The spiral cable is an interconnecting component supplied with the steering column stalk
control module (CSM), which ensure connection between the dashboard cable harness, the
controls on the steering wheel (SWC) (audio and telephone systems) and the airbag modules.
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9.2.10 Rain sensor control unit (RLS)
The rain sensor control unit (RLS) is an electronic component connected to the Body
Computer node (BCM) through a LIN serial line. It manages, together with a control located on
the steering column stalk module (CSM), the windscreen wiper stroke speed setting function.
The rain sensor control unit is connected through a special bridle located on the internal rearview mirror, which is connected to the front body wiring harness. It is made up of a infrared
LED sensor fitted to the vehicle’s front window and is capable of detecting the presence of rain
and, as a result, managing the wiping operation depending on the amount of water found on
the glass.
9.2.11 Brake pedal switch
This switch is located on the brake pedal and is connected to the body-to-front cable harness.
Its function is to indicate the brake pedal status in order to report the latter to the control units
that request so.
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It is a control with two contacts (N.O. + N.C.) with separate power supply and the same
interface on the cable harness side.
Below are the control units that request the indication of the brake pedal status:
Body Computer control unit;
engine management control unit;
braking system control unit (for both versions: ABS and ESP);
robotized gearbox.
9.2.12 Control board on the driver’s side front door (DDC)
The control board on the driver’s side front door (DDC) is a module that integrates the different
controls located on the driver’s side front door and is interfaced with the driver’s side front door
cable harness. The DDC control board receives the power supply for ideograph lighting and
correct control operation. It may feature the following controls, depending on the body version
level:
front electric window regulator control;
rear electric window regulator (if available) controls;
rear electric window regulator (where available) cut-off controls, with respective LED
electric side mirror selector;
electric side mirror control joystick.
Three window regulator control module models are available, depending on the vehicle’s body
version, which feature three different types of window regulator motor controls.
The electric window regulator controls of the base model directly drive the motors of the
driver’s and passenger’s side front window regulators only, with no electronic control on the
motors themselves. This model does not feature rear electric window regulator control.
The second model incorporates an electronic module for controlling the up and down
movement of the driver’s side front electric window regulator only, in automatic mode.
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Conversely, the passenger’s side front electric window regulator control directly drives the
passenger’s side window regulator motor with no electronic control of the motor itself.
Similarly with the first model, rear electric window regulator control is not available.
The third model features control of both the front electric window regulators and the rear
electric window regulators: in this case, the controls are acquired by an electronic module
located inside the window regulator motor. This model features a function with an automatic
device both for the up and down movement on all four window regulators, including the antipinch protection.
Moreover, this model features a control used to disable the window regulator controls placed
on the rear doors, complete with its respective signalling LED.
Window regulator control on the passenger’s side front door (CDC)
The window regulator control on the passenger’s side front door is connected through the
passenger’s side front door cable harness, to provide the respective window regulator motor
with the control. It receives the power supply for ideograph lighting and correct operation of the
control itself.
Two passenger’s side front window regulator control models are available, depending on the
body version.
The window regulator control of the base model directly drives the electric motor on the
passenger’s side front door with no electronic control of the motor itself.
The window regulator control of the second model is acquired by an electronic module located
inside the electric motor on the passenger’s side front door. This model features automatic
functioning both during the up and down movement, with anti-pinch protection.
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Electric window regulator control on the rear doors (RDC)
The control on the rear door (left side and right side) (RDC) is connected through the cable
harness on the rear door. It is acquired by an electronic module located inside the window
regulator motor on the rear door, with automatic functioning both during the up and down
movement and anti-pinch protection.
The control receives the power supply for ideograph lighting and correct operation of the
control itself from the disable control placed on the control board on the driver’s side front
door.
9.2.13 Switch on clutch pedal
The clutch pedal signalling switch is fitted to the clutch pedal and is connected through the
body-to-front cable harness. It informs the engine management control unit about the pedal
status.
9.2.14 Central control board (CSS)
The central control board (CSS) includes the following buttons:
“City” button for actuation/deactivation of the City mode on the electric drive;
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ASR deactivation and its respective optical indicator (LED on the button);
door locking/unlocking and its respective LED (the LED signals the door locking status when
the button is pressed and is lit continuously; moreover, it lights up intermittently to serve as a
deterrent when the vehicle is locked from the outside);
boot opening;
“Hazard” button for emergency light blinking;
“ECO” button to select the “Economy” mode (versions equipped with robotized gearbox).
9.2.15 Left control board (ELC)
The left control board (ELC) consists of a module that incorporates the controls on the steering
wheel outer side and is interfaced to the Body Computer node (BCM) and the instrument
panel node (IPC) through the dashboard cable harness.
The left control board (ELC) receives the power supply for ideograph lighting and includes the
following controls:
fog lights;
rear fog lights;
headlamp trim corrector;
mode:
mode +/ mode – control (used to control different functions depending on the instrument).
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Control mask on the front ceiling light fixture
The control mask on the front ceiling light fixture includes the roof opening/closing controls,
which are interfaced with the electric sunroof management control unit through a dedicated
bridle, as well as the Convergence nod controls, which are connected through the front body
cable harness.
9.2.16 TPMS tyre pressure control system
The TPMS (tyre management) system monitors two tyre pressure control thresholds
corresponding to the low tyre pressure and tyre puncture conditions. If any of these thresholds
is exceeded, the respective warning light/signalling icon (available with the Comfort panel
only) and the respective message on the display will be actuated. In case of tyre puncture, the
panel will also emit an acoustic signal. Moreover, a TPMS failure signal (warning light/icon +
message) is available.
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9.3 Central locking
9.3.1
General remarks
The keys are supplied in duplicate together with the vehicle.
They are accompanied by the CODE Card.
A
electronic code;
B
mechanic code of the key, to be notified to the FIAT Dealership if a key duplicate is
requested.
It is recommended that you always bring the electronic code with yourself.
WARNING! To ensure optimum efficiency of the electronic devices fitted inside the key, the
latter should not be exposed to the sunshine.
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Below is a summary of the main functions that can be actuated by the key (with and without
the remote control):
Deadlock
(where
Type of key
Lock unlocking
Lock locking from
available)
Lock
Windows
Windows
the outside
actuation
unlocking
down
up
-
-
-
Button
Button
Key turned
Mechanic key
counter-
Key turned
clockwise
clockwise
(driver’s side)
(driver’s side)
Key turned
counter-
Key turned
clockwise
clockwise
(driver’s side)
(driver’s side)
Key equipped
with remote
Button pressed
Button pressed
Button pressed
Button
pressed fir
pressed for
control
briefly
briefly
twice
pressed
a long time
a long time
2 blinks
1 blink
3 blinks
2 blinks
2 blinks
1 blink
Indicator light
blinking (only
with key
equipped with
remote
control)
ON steadily for
Deterrent
LED
Switch-off
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approximately 3
Blinks twice,
seconds, then
then deterrent
Deterrent
deterrent blinking
blinking
blinking
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Deterrent
Switch-off
blinking
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System components
Mechanic key
The mechanic key is used to get on the vehicle and lock/unlock the driver’s and passenger’s
doors. It features a coded, mechanic insert matched with the driver’s and passenger’s front
lock latches. This insert can be removed from the key head upon utilization.
The latch on the driver’s door, fitted onto the handle, allows you to unlock all the doors by
means of the mechanic key, whereas the latch on the passenger’s door, fitted onto the handle,
allows you to unlock the single passenger’s door.
The key’s metal part (A) is fixed.
Key equipped with remote control.
This key consists of a fold-away metal insert (A) and a handle enclosing the same. The metal
insert can be removed by pressing the special button (B) on the handle, and can be fitted back
into place by keeping the same button depressed and rotate the metal insert in the handle until
the locking click (which indicates correct locking) is heard.
The key actuates the starting device and the front door locks.
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Boot
If the “independent driver’s door unlocking” option is active, the boot will not be unlocked (the
customer has requested that the vehicle can be accessed only through the driver’s door).
The boot is always independent with respect to the door status, and can be opened only by
means of a special control.
In the event that the battery does not deliver enough power for the electric door lock/handle
function, the boot can in any case be unlocked and opened by actuating a special lever that
can be reached by removing a mask located on the luggage board. No latch is found on the
boot. The boot can also be opened from the inside (in case of electric system malfunction) by
means of a mechanic safety device that can be actuated through a mask located in the upper
portion of the luggage board.
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9.3.1 System functions
Door locking/unlocking
The door locking system makes it possible to control the locks of the various doors from the
vehicle.
The door locks can be unlocked from the outside by putting the mechanic key into the latch
(driver’s door) and turning the same.
The vehicle’s doors cannot be locked if one or several doors are not fully closed. In this case,
a light signal informs you that the doors have not been locked.
In the event that the boot is open, the doors can be locked; yet, an acoustic signal will inform
you that an anomaly is found.
If the vehicle is locked from the outside, the door’s central locking/unlocking buttons will be
disabled and will be enabled again the next time the doors are unlocked.
Locking/unlocking actuation
The boot and door locking/unlocking can be actuated from the central board by means of
button C. Button
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If the doors are locked, the LED will light up for approximately 3 seconds and then will start
blinking (deterrent function). If the boot or one or several doors are not closed correctly, the
LED will blink quickly together with the indicator lights.
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Control dashboard
Body Computer node (NBC)
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Boot lock actuator
Automatic central locking with the vehicle running (Autoclose)
This function makes it possible, when actuated (ON), to automatically lock the doors when a
speed of 20 k.p.h. is exceeded.
The function can be actuated (ON) or deactivated (OFF) as follows:
– briefly press the MENU ESC button: the display will show a submenu;
– briefly press the MENU ESC button: the display will show (ON) or (OFF) in the blinking
mode (depending on what has been previously set);
– select by pressing the + or – button;
– briefly press the MENU ESC button to go back to the submenu screen, or press the button
for a long time to go back to the main menu screen without storing in the memory;
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– press the MENU ESC button again for a long time to go back to the standard screen or the
main menu, depending on the menu point reached.
Deadlock device
This is a safety device (where available) that disables the operation of the following items:
inner handles;
locking/unlocking button;
thus preventing the doors from being opened from inside the passenger compartment in the
event that an attempt at breaking into the vehicle has been made (e.g. glass breaking).
Therefore, the deadlock ensure the best protection against any attempt at theft. It is
recommended that the system is actuated every time the vehicle is left parked.
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Passenger’s side front door locking actuator
Rear right door locking actuator
REAR RIGHT DOOR
PASSENGER’S SIDE FRONT
DOOR
BODY-TO-FRONT CABLE
BODY-TO-FRONT CABLE
Body
Computer
node
(NBC)
Rear left door locking actuator
BODY-TO-FRONT CABLE
REAR LEFT DOOR
Driver’s side front door locking actuator
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Device actuation and deactivation
The device is automatically actuated on all the doors if the button on the key (equipped with
the remote control) is pressed twice quickly.
Remote control antenna
BAND
Body Computer node
(BCM)
The device actuation is signalled by 3 blinks of the indicator lights and the blinking of the LED
located on the button placed between the controls on the dashboard.
The device cannot be switched on if one or several doors are not closed correctly: this
prevents anybody from getting on the vehicle through the open door and then getting stuck
inside the passenger compartment after the door has been closed.
The device will be automatically deactivated on all the doors when:
the mechanic starting key is turned to the opening position in the driver’s side door;
the doors are unlocked by means of the remote control;
the starting key is turned to position.
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Rear door locking emergency device.
The rear doors feature a device that makes it possible to lock the doors when the current is
missing.
In this case, the following procedure shall be followed:
- put the starting key into latch B;
- turn the device from position 2 to position 1, then close the leaf.
After the device has been switched on, the rear doors can be opened by acting on the
vehicle’s inner handles.
Child safety device (5-door versions)
This device prevents the rear doors from being opened from the inside, and comes useful
especially when children are carried on the vehicle.
The device can be actuated only when the doors are open.
Position 1: device ON (door locked).
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Position 2: device OFF (the door can be opened from inside the vehicle).
The device will remain ON even if the doors are unlocked electrically.
NOTE. Do not actuate the rear door locking emergency device simultaneously with the child
safety device.
9.4 Electric window regulators
9.4.1 General remarks
The electric window regulator controls for both the front doors (all the range versions) and the
rear doors (where available) are managed on the driver’s side front door.
The other window regulators are controlled directly from their respective doors.
Controls and operation (front window regulators only).
Versions not equipped with the automatic device.
The front electric window regulators can be operated only manually: the window start and stop
are controlled manually by the user by pressing the respective button. When the latter is
released, the motor will stop. The window regulating function can be actuated on both sides
(right & left) only when the key is inserted.
Following the key-OFF, the front windows can only be actuated manually over a period of 3
minutes. After this time has elapsed, the system will not be acquiring new commands any
more.
Version equipped with the automatic device (on the driver’s side).
The driver’s side window regulator can be operated both manually and automatically. The
passenger’s side window can be operated in manual mode only.
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The window regulating function can be actuated on both sides (right & left) only when the key
is inserted.
Following the key-OFF, the front windows can only be actuated manually over a period of 3
minutes. After this time has elapsed, the system will not be acquiring new commands any
more.
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Controls and operation (versions with 4 window regulators).
All the window regulators can be operated both manually and automatically, depending on the
logic described below.
Manual mode:
The window can be started and stopped manually by the user by pressing the control button
briefly (50 to 300 ms). When this button is released, the motor will stop.
Automatic mode:
the window is started manually by the user by pressing the control button for a long time
(longer than 300 ms). The window regulator will not be actuated when the control buttons are
pressed for less than 50 ms.
The window regulator operation will be interrupted when automatic operation is under way and
the window lifting or lowering control is pressed again.
The window regulating function can be actuated on all the windows only when the key is
inserted, except for window central closing/opening by means of the remote control and during
the timed period during which the key is not inserted, as described below.
Following the key-OFF, the front windows can only be actuated manually over a period of 3
minutes. After this time has elapsed, the system will not be acquiring new commands any
more.
In the event that, during the timing, door opening is detected, new commands will no longer be
acquired: only the commands (if any) received prior to the door opening will be completed.
If, upon key-OFF, any of the doors is open, the commands (if any) received prior to the door
opening will be completed.
The driver’s side window actuation is managed by the local controls.
The passenger’s side window actuation is managed both by the local and driver’s side control.
The rear window actuation is managed both by the local controls (one per window) and the
driver’s side controls.
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Electric window regulator control mask
The driver’s side door inner armrest incorporates two or, where provided for, five switches that
allow you to carry out, with the starting key turned to position, the following operations:
- front left window opening/closing;
- front right window opening/closing;
- rear left window opening/closing (where provided for);
- rear right window opening/closing (where provided for);
- rear door switch control disable (where provided for).
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Central window actuation (4 window regulators)
This function makes it possible to fully close the side windows by one single operation.
The central locking function can be implemented through the remote control or the door lock
latch (of the driver’s side front door external handle) and is actuated only upon key-OFF.
The window central closing/opening actuation is not simultaneous for the 4 windows: it follows
a programmed sequence.
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Anti-pinch safety device
The versions equipped with four electric window regulators (front and rear) feature a safety
system capable of detecting the presence of an obstacle during the window upward closing
movement. When such an obstacle is detected, the system will interrupt the window travel
and, depending on the window position, will also reverse its motion.
The system causes the window regulator motion to be reversed every time an obstacle (e.g.
finger, hand, etc.) is detected during the window travel, thus avoiding accidental crushing. This
feature ensure a very high degree of safety, even in the event that a window regulator is
unintentionally actuated by a child on the vehicle. This makes it possible to actuate window
superior opening/closing when you leave the vehicle. The anti-pinch function is ON during
both manual and automatic operation of the window.
Two zones (“inversion” and “non-inversion”) can be defined fro the anti-pinch system:
the “inversion” zone corresponds to the space included between 200 mm from the upper edge
and the latter;
the “non-inversion” zone corresponds to the remaining space.
If an obstacle is detected in the “inversion zone” during the window upward movement, the
system will interrupt the upward movement and will immediate reverse the direction.
If, on the contrary, an obstacle is detected in the “non-inversion zone” during the window
upward movement, the system will interrupt the upward movement.
No control will be accepted during this time.
If the anti-pinch protection comes into operation five times in a row within one minute or is out
of order, the automatic window upward operation will be disabled, i.e. it will only be allowed
with jerks lasting half a second, with button release for the subsequent operation.
To resume the correct operation of the system, any of the following restore conditions shall be met:
a key-OFF/key-ON operation;
a downward movement (actuated by the user) of the window at issue.
In the event that the battery is disconnected and re-connected, the following procedure shall
be carried out in order to resume correct operation of the front windows:
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move the right or left front window to its lower end of travel, and keep the opening control
depressed for a time of 5 to 10 seconds, then carry out the same operation with the upper end
of travel, by keeping the closing control depressed for a time of 5 to 10 seconds.
9.5 External lighting
General remarks and components
Dimmers
When the user turns on the dimmers (with the key ON) or requests the “parking light” or
“Follow me home” (with the key OFF) function, the trip computer will command the actuation of
the dimmer bulbs (left/right; front/rear). Except for the “Follow me home” function, some
requests will involve switching the license plate lights on.
Low-beam/high-beam headlights
With the low-beam headlights ON, the actuation of the high-beam headlight control will disable the
low-beam headlights. Subsequent deactivation of the high-beam headlight control (still with the
low-beam headlight control ON) will involve switching the low-beam headlights on again.
Parking lights
This function makes it possible to switch both the dimmers and the license plate lights on with
the vehicle key OFF, in order to signal the presence of the vehicle when the latter is stationary
(parking). It can be actuated only with the key OFF by turning the steering column stalk light
ring from OFFÆ dimmers or low-beam headlights.
The function can be deactivated by moving the steering column stalk light ring to OFF or upon
the key-ON. The latter operation will reset the function, and the trip computer will control the
lights according to the control selected on the steering column stalk ring.
Every time the key is next OFF, the function will no longer be active: it can be actuated again
by repeating the aforesaid actuating operation.
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Fog lights
The fog lights can be switched on by pressing the ‘fog light’ button only if the dimmers have
already been switched on. They can be switched off if the same button is pressed again or the
dimmers are switched off.
Switching the dimmers on again will not involve switching the fog lights on again. The trip
computer will also actuate the indication on the panel.
When the fog lights are ON, switching to key-OFF will cause the fog lights to be turned off.
Upon the following key-ON, the fog lights will remain OFF: they can be switched on again by
pressing the button.
With both the panel and the fog lights ON, starting the vehicle will not cause the fog light
control to be reset.
License plate lights
The two external license plate lights are switched on when the driver requests that either the
dimmers or the parking lights are switched on.
The diagnosis is also carried out for every single license plate light (with the actuating control
ON), followed by the “license plate light failure” indication (if any) on the instrument board (with
the key ON).
Rear fog lights
The rear fog light can be switched on by pressing the ‘rear fog light’ button only if either the
low-beam headlights or the fog lights (with only the dimmers ON) have already been switched
on. It can be switched off by pressing the same button again, or if the low-beam headlights or
the fog lights (with only the dimmers ON) are switched off.
If the rear fog light has been switched off through the low-beam headlights or the fog lights,
switching the low-beam headlights or fog lights on again will not involve switching the rear fog
light on again. They can be switched on again by pressing the button.
When the rear fog light is switched on, the respective indication will appear on the panel.
Turning the vehicle off (key-OFF) with the rear fog light ON will cause the latter to be switched
on. Upon the following key-ON, the rear fog lights will remain OFF.
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The trip computer will diagnose the rear fog light: if an anomaly is found, the corresponding
“rear fog light failure” signal will be actuated.
Indicator/emergency lights
Following the indicator light controls by means of the steering column stalk left lever (upon
key-ON), the trip computer will drive the single indicator light bulbs of the selected vehicle side
(front, side and rear left, or front, side and rear right).
Simultaneously with the bulb driving, an acoustic signal will be generated inside the vehicle. If
the lever is moved to the rest position again, the lights and the other turning indications will go
out.
The indicator lights will, if they are ON, be switched off upon key-OFF.
Following the emergency light control (with both key-ON and key-OFF), the trip computer will
drive all the 6 indicator bulbs (front, side and rear, both left and right): moreover, the LED will
light up on the emergency button, and an acoustic signal will be generated inside the
passenger compartment.
If the emergency button is pressed with “indicator lights”, the lights/indications previously ON
will keep on operating intermittently, with no interruption or delay.
If an anomaly is found on any of the front or rear indicator light bulbs (on the vehicle side
selected for the “indicator light” function or still for the “emergency light” function), the failure
indication will light up and, simultaneously, the blinking frequency of the corresponding visual
indication and the acoustic signal will increase.
N.B. The blinking frequency of the external lights and the LED (if any) on the emergency
button will not change.
Brake lights
When the brake pedal is pressed, the two brake lights and the “third brake light” will come on.
The diagnosis will be carried out for every single brake light bulb and the third brake light bulb
as well. If an anomaly is found, the failure signalling will be actuated on the instrument board
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Headlamps
The newly-designed transparent glass front light clusters contain the bulbs for dimmers A (W 5
W bulb), low-beam/high-beam headlights B (H4 55/60 W bulb) and indicator lights C (PY 21 W
bulb). Headlamp trim is controlled by electric motors.
Lamp replacement: the low-beam/high-beam headlight and dimmer bulbs can be replaced by
removing the rubber cap A force-fitted at the light cluster rear. Release H4 bulb B and take it
out. As regards dimmer W5W bulbs C, take it out of seat B (without taking the light cluster off
the vehicle). The light indicator bulbs can be removed by steering the front right or left wheels
outwards to gain access to the lid on the wheelbox, which will be released by turning the
locking device counterclockwise. Now, the bulb holder cover can be removed by being rotated
counterclockwise.
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Protection fuse replacement: the protection fuses are found inside the engine compartment
control unit (CVM) left low-beam headlight fuse: F14; right low-beam headlight: F15; left highbeam headlight fuse: F16; right high-beam headlight fuse: F17.
Fog headlamps
The are built (where available) into the bumper and are equipped with a H1 bulb.
Bulb replacement: to replace the lamp, unscrew the cap, release the retaining clip and take
the bulb out (the headlamp shall not be taken off the bumper).
Fuse replacement: the F31 protection fuse is located inside the engine compartment control
unit (FDU).
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Side repeater
They feature an oblong shape and are fitted onto the front bumper (WY5W bulb D).
Bulb replacement: move transparent glass A forward so as to press clip B, then take the unit
off. Rotate connector C, then take bulb D off.
Fixed rear headlamps
These rear headlamps are fitted to the red rear pillar, with function distribution: dual position
with R5W bulbs C, brake light/dimmer P21/5W bulb D, and indicator light P21W bulb B
arranged vertically. Screws A are used to remove the headlamps from the pillar and replace
the bulbs.
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Bulb replacement: after the headlamp has been removed from the pillar, undo screw E to
release the bulb holder.
Third brake lamp
This lamp, located outside and positioned above the rear heated window, incorporates the
wiping function (detergent outlet nozzle) and the lighting function (by means of 8 bulbs).
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Bulb replacement: open the rear hatch, remove rubber caps A, press on elements B and
take transparent glass C out, disconnect the connector, act on fins D in an opposing way to
remove the bulb holder, then take out the force-fitted bulbs and replace the same.
NOTE. Take care of the wiping nozzle tube.
Rear fog lights/reversing lights
These lights are housed onto the rear bumper. Left-hand rear fog light P21W bulb A, righthand reversing light P21W bulb A (for left-hand drive versions). Reverse arrangement for
right-hand drive versions. Built-in reflector.
Bulb replacement: disconnect, from under the bumper, the connector, then take the bulb
holder off. The lights shall not be removed from the bumper.
License plate lights
Two lights with W5W bulbs, housed onto the rear bumper. Optimum homogeneity of light
distribution, which allows the license plate to be clearly seen.
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Bulb replacement: act to tabs A to release the transparent glasses from the bumper, then
replace the bulbs by taking the bulb holder off the transparent glass.
Functions
The diagnosis is carried out by the trip computer, with the actuation control ON, as follows:
Side
Anomaly recognition
Front
Failure to one bulb
Rear
Failure to at least two bulbs
When a bulb anomaly is found, the trip computer signals (upon key-ON) the dimmer failure
indication.
Headlamp trim control: it operates with the starting key turned to “MAR” and the low-beam
headlights ON.
The vehicle slopes backwards when it is loaded, thus causing the light beam to be raised. In
this case, the headlamps shall be orientated correctly again.
The trim can be controlled by pressing the buttons indicated by the arrows and located on the
control mask.
The instrument board display provides a visual indication of the control positions:
position 0: one or two persons sitting on the front seats;
position 1: five persons travelling on the vehicle;
position 2: five persons travelling on the vehicle and luggage compartment loaded;
position 3: driver plus maximum permitted load stored in the luggage compartment.
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Follow me home: this function makes it possible to achieve timed switch-on of the dimmers
(except for the licence plate lights) and the low-beam headlights immediately after the vehicle
has been switched off.
The function can be deactivated only within 2 minutes from the key-OFF, through the flashing
light control by means of the steering column stalk (“Follow me home” actuation).
“Follow me home” time increase: with both the dimmers and the low-beam headlights ON, the
trip computer will, every time the flashing lights are actuated, increase the lights ON time by
further 30 seconds, up to a maximum time of 210 seconds. The control for increasing the
lights ON time is valid only if less than 7 controls have been provided after the “Follow me
home” function has been last actuated (and is still ON).
Function deactivation: keeping the flashing light control for more than 2 seconds causes both
dimmers and the low-beam headlights to be switched off, the lights ON time to be reset, and
the counter for the 7 valid commands to be reset.
N.B. The deactivation control shall not necessarily provided within 2 minutes after key-OFF,
nor shall any of the 7 valid commands to increase the lights ON time. It will be valid, provided
that the “follow me home” function is ON.
After deactivation, the “Follow me home” function can be switched on again by actuating the
flashing light lever within 2 minutes after key-OFF.
Shifting from key-OFF to key-ON with the “Follow me home” function ON will cause the latter
to be switched off.
End of function: when the lights ON time expires, the “Follow me home” function will be
switched off: therefore, both the dimmers and the low-beam headlights will be switched off.
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9.6 Audio system
Two audio sources are available: radio tuner, and audio CD/MP3 player. The sound system
fitted to the vehicle may be of two standard types:
•
standard;
•
hi-fi sound system.
General features of the standard system.
The system consists of 6 loudspeakers, fitted to the vehicle as follows:
•
mid-woofer loudspeakers (40 W, diameter: 160 mm) located in the front doors and
designed to reproduce middle-low frequencies. The technology used for these
components (of the water-resistant type) allows the latter to stand water jets (if any)
from inside the door without being damaged;
•
tweeter loudspeakers (30 W) located on the door opening handle, designed to
reproduce the highest frequencies;
•
full-range loudspeakers (40 W, diameter: 130 mm) located on the rear side frames,
which can reproduce the entire range of the sound frequencies. These components
feature the “water resistant” technology.
General features of the hi-fi sound system.
This system consists of 6 loudspeakers and a sub-woofer box containing a single-channel
power amplifier.
Below are the main features of the components:
•
mid-woofer loudspeakers (40 W, diameter: 160 mm) located on the front doors,
designed to best reproduce the low-middle frequencies (the “water resistant”
technology is used with these components);
•
tweeter loudspeakers (40 W) located on the door opening handle, designed to
reproduce the highest frequencies;
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full-range loudspeakers (40 W, diameter: 130 mm) located on the rear side frames,
which can reproduce the entire range of the sound frequencies. These components
feature the “water resistant” technology”;
•
sub-woofer box of the “bass-reflex” type (6.5-7 l. volume) including a loudspeaker (100
W, diameter: 130 mm) to reproduce the lowest frequencies. This box is fitted into the
luggage compartment, on the right wheelbox side;
•
single-channel sound power amplifier, located inside the sub-woofer box and used for
sub-woofer drive.
CAR RADIO
The Radio Receiver node (RRM) is held in a DIN compartment, whereas the front radio mask
on the dashboard occupies one and a half compartment.
Two versions are available: radio/CD player and radio/CD-MP3 player.
All the versions are set for connection with the low-speed CAN interface on the B-CAN line, in
order to allow data to be exchanged with the other system nodes.
The following information is transferred through this interface:
•
anti-theft code;
•
ignition control (for switch-off logic);
•
volume control depending on the vehicle speed;
•
lighting control;
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•
remote controls from the steering wheel (where available);
•
radio information repetition on the vehicle panel.
General features:
•
music sound power: 4 x 30 W;
•
graphic 7-band equalizer;
•
digital tuner;
•
built-in, large-sized alphanumeric display (20 characters per RDS functions + control
icons);
•
easily controlled menu to adjust the settings for the radio and any external interface
(CH-changer, telephone);
•
“Mute” function actuated by pressing the volume knob for a brief time;
•
“Soft mute” function during the source/radio channel changing operations;
•
volume control depending on the vehicle speed (can be selected through the menu);
•
car radio switch-off timing control (immediate switch-off or 20 minutes after key-OFF);
•
antenna power supply;
•
remote control form the steering wheel;
•
provision for interfacing with external Blaupuntk CD-changer through a private BUS
line;
•
provision for connection with a mobile phone hand-free set;
•
active control of the hi-fi system (where available).
Radio features (radio/CD player and radio/CD-MP3 player):
high-selectivity digital tuner (digital selection with dynamically-varying bandwidth);
•
multi-search FM;
•
provision for selecting the HICUT (High-cut, i.e. dynamic high sound reduction
depending on the RF signal) function;
•
autostore function (automatic memorization of the radio channels with the best signal);
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RDS (Radio Data System) with EON, AF (alternative frequencies), TA, TP, PTY and
REG function (can be selected by the user);
•
TA (Traffic Announcements);
•
automatic PTY search;
•
automatic TP (Traffic Program) search;
•
automatic and manual station search;
•
provision for Local/Distance control for automatic frequency search;
storing provision:
•
18 FM stations (6 of which can be stored through the “Autostore” function);
•
6 MW stations;
•
6 LW stations;
•
6 stations for PTY types of programs (FM only);
•
“Scan” mode (listening to a station for a short time and shifting to the next station
automatically);
•
scanning on the used frequency band;
•
scanning on the stored channels.
CD features:
•
power-driven eject loading;
•
pause;
•
selection of the next/previous track;
•
FF / F-REW;
•
TPM (Track Program Memory) function, for 30 CDs of 40 tracks each;
•
track scanning function;
•
“Mix” function;
•
“Track Repeat” function;
•
CD naming (8 characters for 30 CDs);
•
CD display (displaying the name of the disc/track elapsed time);
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printed audio CD, CD-R and CD-RW play.
CD/MP3 player features:
•
power-driven eject loading;
•
“MP3-Info” function;
•
directory UP/DOWN selection;
•
track UP/DOWN selection;
•
pause;
•
FF/F-REW;
•
track scanning function;
•
“Mix” function (random playing of the tracks included in a folder or the entire disc);
•
“Repeat” function (repetition of one single track or single folder);
•
MP3 display (folder, ID3-TAG information, track elapsed time, file name);
•
printed, audio or data CD, CD-R and CD-RW playing.
Sound features:
•
bass;
•
treble;
•
balance;
•
fader;
•
loudness;
•
7-band equalization: Preset (default), Rock, Jazz, Classic, User (provision for
customization);
•
Blaupunkt CD-changer audio input.
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Blaupunkt CD- changer (10-disc) features:
•
power-driven eject loading;
•
CD and track selection (UP & DOWN);
•
pause;
•
FF/F-REW;
•
“Scan” function;
•
“Track Repeat” and “CD Repeat” functions;
•
“Mix” (CD–magazine) function;
•
TPM (Track Program Memory) function;
•
CD Naming (8 characters for 30 CDs).
Telephone section features:
•
telephone mute ON/OFF function;
•
telephone volume function (telephone volume control through the volume knob).
Steering wheel radio controls.
The car radio system features remote controls on the steering wheel (see figures below).
Actuates MUTE voice/radio
ESC
Radio volume control +/–
Radio sound source search
SRC
List UP/DOWN scrolling
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9.7 Airbag system
9.7.1 General remarks
The safety performance ensured by Nuova Punto result from accurate combination between
the structural components and the high number of special devices that make up the
occupant’s protection system:
- head-on collision;
- back collision;
- side collision;
- overturning.
All of this results in better performance levels than the prescribed ones, with virtually zero
occupant injury risk.
Head-on collision
Two types of vehicle head-on collisions are taken into consideration: one head-on collision at
a speed of 64 k.p.h. against a deformable barrier, (typical of a head-on collision between two
vehicles); one head-on collision at a speed of 56 k.p.h. against a fixed, rigid barrier, (typical of
a collision against a fixed, rigid obstacle).
Nuova Punto is capable, in case of head-on collision, of retaining the load located in the
luggage compartment which may hit the passengers seriously if not properly secured.
Side collision.
Nuova Punto ensures front and rear passenger safety during high-speed side collisions by
means of two main types of test: a crash that simulates a collision between two vehicles at a
speed of 50 k.p.h., and a crash against fixed obstacles of small side dimensions such as trees
or posts (which represents the most dangerous type of collision to a vehicle’s driver or
passengers. Thanks to the sturdy structural construction and the use of energy-absorption
highly-efficient materials, the intrusion levels for this type of test have proved to be very low on
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Nuova Punto and make it possible to avoid significant inertial stress on the occupants; in any
case, inertial stress is absorbed perfectly thanks to the side airbag system.
Back collision.
Attention is, during the back collision tests, turned (from the structural viewpoint) to restraining
the passenger compartment deformation and avoiding damage to the fuel tank, which may
cause fire.
Child protection.
Nuova Punto features all the devices that make it possible to ensure the maximum child safety
that can be achieved at present. Below are the main child safety devices:
isofix mounts on the rear seats for correct installation of child seats;
passenger airbag deactivation directly through the trip computer, to protect the fitted child
seat.
Description.
The occupant protection system fitted to Nuova Punto consists of the following components:
Driver’s and passenger’s front airbags with dual actuation stage;
front seat belts with pre-tensioner with electronic control and load limiter;
electronic system for passenger’s airbag deactivation.
Moreover, a side protection system is available as an optional item, which features two bags
on the front seats and two curtain bags in the rails under the roof and two side collision
detecting sensors.
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The protection system also benefits from the collapsible steering column support and the
special seat design that allows part of the energy to be absorbed during both head-on and
side collisions.
Moreover, Nuova Punto features front seat headrests with heightwise control and lowering
lock, combined with the new bio-mechanic antiwhiplash system (optional item). This system
comes into operation in case of a collision following the heavy load transfer caused by the
occupant’s body pushing against the seat back after the crash, and allows the headrest to
further draw near the occupant’s head, so as to soften the bump.
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Driver’s side knee bag
After Sales Training
Passenger’s side front airbag
Spiral cable (CVS)
Airbag control unit ground
Airbag node
Early crash sensor (ECS)
Passenger’s side head airbag
Passenger’s side collision sensor
Driver’s side collision sensor
Passenger’s side pretensioner
Driver’s side
head airbag
Driver’s side pretensioner
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Smart 2 airbag system
The vehicle occupants are protected during head-on collisions by an innovative restraint
system called “Air-Bag Smart 2”, which is capable of adapting the actuation parameters
automatically depending on the seriousness of the accident.
Driver’s and passenger’s front airbags with dual actuation stage: in fact, the current
restraint systems are inevitably dimensioned to guarantee adequate protection only in 10% of
all head-on collisions. For this reason, airbags with dual actuation stage have been designed.
When a medium seriousness collision takes place, the electronic control unit will only drive the
first airbag actuation stage, avoiding the development of unnecessary energy for the
occupant’s protection. Conversely, in case of very serious collisions, the control unit will drive
both stages, so as to absorb the occupant’s greatest kinetic energy before the occupant hits
against the steering wheel or the dashboard.
Driver’s side front airbag: it consists of an instantly inflating cushion held in a special
compartment located in the middle of the steering wheel.
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Passenger’s side front airbag (where available).
It consists of an instantly inflating cushion held in a
special compartment located in the instrument board (the
cushion volume is greater than the driver’s side cushion).
Safety belts with pretensioner and load limiter: the sensors that control the airbags also
control the actuation of the safety belt pretensioners. Their function is to recover the belt tape
play (if any) and hold the occupant tight to the vehicle form the very first instants of the
collision, thus reducing the overall displacement of the occupant inside the passenger
compartment. The belts also feature load limiters that reduce the force transmitted by the belts
to the thorax. The load limiters combine, in the front seats, with the airbags to better restrain
the occupants.
Passenger detecting sensor. This sensor makes it possible to detect the presence of a
passenger and, if necessary, warn the driver that the safety belts have to be fastened, by
emitting a visual and sound signal through the vehicle panel.
Auxiliary, central head-on collision sensor. The auxiliary deceleration sensor located on
the vehicle’s front structure (ECS – Early Crash Sensor) helps the main electronic control unit
to advance airbag actuation compared with traditional systems, by nullifying the risk of minor
injuries resulting from the airbag actuation phase (this phase shall therefore be completed
before the occupant starts moving forward towards the steering wheel or the dashboard.
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Side protection system.
Front side airbags: they are of the thorax/pelvis type and ensure, together with the door
panels, the protection of critical body parts such as the ribs, abdomen and pelvis. They are
fitted to the seat so as to always ensure the maximum efficiency depending on the seat
position.
Front side thorax/pelvis airbags (“side bags”) (where
available).
They consist of two types of instantly inflating cushions
housed in the seat backs, which are used to protect the
occupant’s thorax and pelvis in case of medium-to-high
seriousness side collision.
Curtain airbags: they are actuated together with the side airbags (where available) and
interpose themselves between the occupant and the vehicle exterior, thus preventing the
occupant’s head from hitting highly intruding objects. The curtain airbags protect both the front
and rear passengers since they range from the front pillar to the luggage compartment.
Side head protection airbags (“window bags”) (where
available).
They consist of two “curtain” cushions housed in the side
roof panel coverings and coated with special trimmings.
They are used to protect the front and rear occupants’
heads in case of side collisions, thanks to the wide deployment surface of the cushions.
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Connections
The airbag node (SDM) is connected to the B-CAN line.
B-CAN NETWORK “A”
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Airbag node (SDM)
It constitutes the “core” of the occupant restraint system and is located on the front tunnel. It
simultaneously controls all the restraint system actuation and detection devices by processing
signals from the various sensors found on the vehicle. It decides on the specific protection
devices are to be actuated in case of accident (and when the same have to be actuated)
through the signals from the sensors it incorporates.
Moreover, it prevents the aforesaid devices from being actuated when a minor collision takes
place. A capacitor (which acts as a power reserve) ensures full operation of the front bags in
the event that no power is supplied by the electric system (i.e. when a collision causes the
battery or the power cables to be broken).
The algorithm used for the head-on collision situations is, in the operators and experts’ jargon,
referred to as “Crash Severity Algorithm” since it can tell whether a collision is serious, so as
to properly actuate the dual-stage airbags.
SDM functions
System fault acquisition.
Transmitting the airbag status signal (ON, OFF, Flash) on the B-CAN line.
Acquiring the airbag warning light status (ON, OFF, Fail) from the B-CAN line through the
warning light itself.
Performing real-time memorization of the airbag warning light status (ON, OFF, Fail) (the
permanent memory for the collisions already occurred is also available).
If an airbag warning light failure occurs, the SDM shall set the passenger’s airbag deactivation
warning light to the ON condition for 4 seconds.
If the test phase is not completed, through the external diagnosis instrument, the drive unit
shall command airbag warning light blinking indefinitely, until the correct command is received
from the external diagnosis equipment.
Acquiring data from the various side and front sensors.
Actuating the various airbags and pretensioners.
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Passenger’s side front airbag deactivation.
Fuel supply cut-off.
Passenger’s airbag disable: the vehicle panel set-up menu allows the user to deactivate the
passenger’s bag, so that a child seat facing against the direction of running can be fitted with
no risk at all. Airbag deactivation is signalled by the lighting of the respective warning light on
the instrument panel.
Actuation/deactivation of passenger’s side front and side thorax/pelvis protection airbags
(“side bags”) (where available) (BAG P).
This function makes it possible to actuate/deactivate the passenger’s side airbags without
deactivating the side head protection airbag (“window bag”) (where available).
Proceed as follows:
press the MENU ESC button; then, after displaying the “BAG P OFF or Bag Pass: OFF”
message (to deactivate) or the “BAG P ON or Bag Pass: ON” message (to actuate) on the
display by pressing the + or – buttons, press the MENU ESC button once again;
the confirmation request message will be shown on the display;
select “YES” (to confirm actuation/deactivation) or “NO” (to give up) by pressing the “+” or “–“
buttons;
press the MENU ESC button for a short time: a selection confirmation message will be shown,
and the menu screen will be resumed; alternately, press the button for a long time to go back
to the standard screen without storing in the memory.
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9.7.4 Diagnosis and recovery
Airbag warning light (SDM side).
Based on the airbag status signal on the B-CAN, the SDM communicates the following
conditions to the IPC:
- airbag system failure (the airbag warning light comes on through the signal from the SDM);
- test not completed (the airbag warning light blinks through a signal from the SDM);
- check upon key-ON (the airbag warning light comes on through an automatic combination
set by the IPC for 4 seconds: the signal comes from the SDM).
From the other side, the IPC sends the SDM (through the B-CAN line) the airbag warning light
signal and informs the SDM for the warning light status diagnosis.
Upon key-ON:
- the warning message will be shown for 20 seconds if the light is still ON after the typical time
“tAB” (15 s) since the key-ON;
- if, after the typical time “tAB” (15 s), the signal comes from the SDM (while the message is
being displayed), then the message will further remain ON for a maximum of 5 seconds.
Work conditions
Function
Remarks
Switch-off (+30)
Signal not available
Key-controlled
Signal (CrashOutputSts) available
The function is cut off during the first 4
seconds after key-ON
power supply (+15)
Ignition OFF
Signal not available
Cut-off upon
Signal (CrashOutputSts) available
The function is cut off during the first 4
seconds after key-ON.
starting
The function is ensured by an internal
power reserve during engine starting or
any other condition in which voltage is
missing. The node will turn off below 6
V. When the voltage goes up again, the
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node will exhibit the same behaviour as
the preceding step. Key-controlled
power supply (+15).
Cut-off with run-
Signal (CrashOutputSts) available
The function is ensured by an internal
power reserve for a maximum time of
down battery
150 msec.
In case of collision, the SDM will transmit, through the B-CAN line, a proper collision signal
(STATUS SDM.CrashOutputSts): this signal will inform the network about the type of collision
and the time when it occurred.
The airbag node will perform its functions, as shown in the table below:
Functions
Driver’s
Passen
Front
X
Y
X
Actuation
side
ger’s
airbag
Internal
Internal
Safety
threshold
airbag
side
accelerom.
accelerom.
function
airbag
X
Front
X
X
Pretensioner
protection
Side
X
X
X
Side limiter
protection
X
Rear
TBD
protection
Fuel
X
X
X
X
cut-off
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Recovery
R1 = Accelerometer signal X: actuation not ensured.
Accelerometer signal Y: front airbags and pretensioners enabled; side and head airbags
disabled.
Power reserve: actuation not ensured.
ASIC: actuation ensured
Microprocessor: actuation disabled.
Memory: actuation disabled (ECU reset).
Sensor safing: front airbag and pretensioner disabled, side and head airbags ensured.
R2 = unsafe actuation due to faults.
R3 = in case of collision, the control unit will try actuation.
R4 = passenger’s front airbag disable and passenger’s airbag warning light lighting.
R5 = actuation ensured.
R6 = actuation disabled by the control unit.
R7 = the CAN communication will stop for 1 second. The passenger’s airbag will be switched
off during this time.
R8 = relative to side and head airbag disable. The opposed side and head airbags will be
ensured. The front airbags and pretensioners will be ensured.
R9 = actuation available. It may be cleared off the event memory when all of the following
conditions apply:
· one airbag and pretensioner is not actuated;
· pretensioner actuation other than the third one;
· side airbag actuation other than the third one.
R10 = front and passenger’s airbag disabled, and passenger’s airbag warning light ON.
R11 = if the passenger’s airbag deactivation warning light status or switch are not clear (either
of them is faulty, or out-of-time message), the warning light will be actuated immediately and
the passenger’s airbag will be promptly deactivated.
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Airbag warning light.
This function describes how the SDM signals the system status, error condition and test
incomplete condition.
S
TATUS
_SDM.AirBagFailSts
SDM
status
SDM
IPC
IPC
SDM
IPC airbag warning light
STATUS_IPC.AirBagLamp-FailSts
status
Airbag warning
AirbagW
arning-Indication
indications
AirbagWarningAirbag
WarningLight
warning light
Passenger’s front airbag
FrontPassengerA
irbagDisable-Indication
deactivation
indication
Passenger’s front
FrontPassengerA
irbagDairbag
isabledeactivation
warning
WarningLight
light
Airbag warning light (IPC side).
Upon key-ON, the airbag warning light will, if the AIRBAG and passenger’s AIRBAG
deactivation warning lights are ON, be kept ON by the IPC. It will illuminate upon key-ON for a
preset time, regardless of the signals form the SDM.
After this check time, the warning light control will be based again on the signals received from
the SDM.
Warning messages from the airbag (IPC side).
The SDM will start its diagnosis activity upon key-ON; thus, it will be able to detect any airbag
system trouble.
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Signalling warning light.
Class A errors: any error that represents a risk of incorrect minimum actuation of the airbag
squibs. With this type of error, the warning light will remain ON, even when the error is
intermittent and has been solved, until the ECU is reset.
Class B errors: any error that does not represent a risk of incorrect actuation of the airbag
squibs. With this type of error, the warning light will remain ON for 30 seconds and then will go
out.
9.8 Fire protection
In the late 1990s, the introduction of the new European regulations on the crash tests and also
of the injection fuel feed system has made FIAT AUTO aware of the need to define from the
start the bodywork construction design principles and the layout of the various systems fitted
to motorcars.
For this reason, the whole of Fiat Punto, from the body to every single component, has been
designed so as to comply with the strictest, latest FIAT in-house fire prevention regulations.
Fire Prevention System (FPS).
All the petrol and diesel engine versions feature the FPS (Fire Prevention System) inertia
switch, which causes the engine to be switched off immediately a few milliseconds after a
collision.
The plastic tank, conforming to the forthcoming directives, is located in an area protected in
case of collision. It can withstand distortion (if any) with no risk of fuel escape; moreover, it
poses no explosion hazard if the vehicle is set on fire, due to its being made of plastic.
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Engine compartment electric system.
The main sectioning of the positive, high-power cables is carried out directly on the battery’s
positive pole through a box complete with fuses. This solution is advantageous since no cable
sections are found which are not protected by a fuse (and, therefore, subjected to casual
short-circuits).
All the cables are electrically insulated and placed inside corrugated coverings for mechanic
protection against the possible risk of rubbing.
The electric insulation of the battery/starting motor power cable is made of a material which
features high resistance against the abrasions and cuts. Moreover, the cable routing has been
optimized, and special fasteners have been used.
Electric system inside the passenger compartment.
All the cables are protected by fuses located in the interconnecting control units located in the
engine compartment (FDU, front left side), passenger compartment (BCM, left side under the
dashboard) or luggage compartment (RDU, wired on the vehicle cable and positioned in the
rear left headlamp area).
The cable routing is properly arranged, to avoid cable pinching when the trimmings are fitted.
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10 Air conditioner
10.1 General remarks
10.1.1 System configurations
The range offered makes three different system available:
heater;
air conditioner;
automatic, two-zone air conditioner, with provision for obtaining different air temperatures and
distribution patterns both for the driver and the passenger.
The versions equipped with air conditioning (an optional item on the heated versions) feature
pipes for air distribution to the rear passenger foot area.
The heater and air conditioner controls feature the same layout characterized by 3 knobs: the
left knob allows the user to control the temperature of the air let into the passenger
compartment; the central knob makes it possible to control the fan speed (four different
speeds can be selected); the right knob allows the user to control air distribution (five positions
shown in the area around the knob).
During the designing of the special knob and control shape, ergonomics has taken priority
over style, thus obtaining intuitive, easy-to-reach controls.
Inside the mask are also the buttons for recirculation control, rear heated window actuation
and compressor switch-on (versions with air conditioner only).
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10.1.2 Air flows
Air flow and vent diagrams
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10.2 Components
10.2.1 ECC (Electronic Climate Control) control unit
As we have said above, the automatic air conditioner is available in the two-zone configuration
only; this version is the only one that makes use of the ECC.
ECC pin-out
No.
I/O
Description
1
CAN L
2
CAN H
3
N.C.
N.C.
4
N.C.
N.C.
5
O
PWM output
6
N.C.
N.C.
7
O
Spreading sensor power supply
8
N.C.
N.C.
9
I
Temperature sensor 1 signal
10
I
Spreading sensor signal
11
O
Sensor ground
12
O
-
13
N.C.
N.C.
14
N.C.
N.C.
15
N.C.
N.C.
16
N.C.
N.C.
17
I
Temperature sensor 4 signal
18
I
Temperature sensor 3 signal
19
I
Spreading sensor signal
20
I
Temperature sensor 2 signal
21
N.C.
N.C.
22
O
-
23
N.C.
N.C.
24
O
-
25
I
Left mixing motor position signal
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26
I
Right mixing motor position signal
27
I
Right distributing motor position signal
28
I
Left distributing motor position signal
29
I
Fan input
30
I
Power supply
31
O
Mixing and distributing motor power supply
32
O
-
33
O
-
34
O
-
35
O
-
36
O
-
37
O
-
38
O
-
39
I
+ 15
40
O
Ground
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10.2.2 Actuators and sensors
The air-conditioning system is made up of the following items:
A) controls (knobs, buttons and displays);
B) sensors:
passenger compartment temperature sensor;
external temperature sensor;
left/right dashboard mixed air temperature sensor;
left/right foot area temperature sensor;
solar sensor.
C) actuators:
left/right mixing actuator;
recirculation actuator;
DEF SX – dashboard – foot area air distribution actuator;
DEF DX – dashboard – foot area air distribution actuator;
fan speed actuator;
compressor disable actuator;
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MAX DEF function actuator;
rear heated window actuator.
D) connecting lines with:
Body Computer CAN network.
10.2.3 Compressor
Nuova Punto is equipped with the variable-displacement, magnetic clutch-free Denso 5SL12
compressor. It makes it possible to gradually vary the flow rate of the cooling fluid reaching the
evaporator; as a result, the anti-frost sensor would be redundant and has therefore not been
fitted to the system.
Control is based on the intake pressure value, according to the following logic:
low pressure: the compressor displacement tends to the minimum value;
high pressure: the displacement is increased.
This operating logic refers to the following actual conditions:
“low pressure” means that the load imposed to the air conditioner is such that it does not
require very high fluid flow rate;
“high pressure” means that a very high load is imposed to the air conditioner, and the required
amount of cooling fluid is great.
Operation
The pulley motion is transmitted continuously to the compressor shaft by means of jumpers,
referred to as “limiters” (3), which are interrupted in case of seizure due to a compressor fault,
thus preventing the pulley from getting stuck and, therefore, the auxiliary member belt from
being broken.
In order to reduce the torque fluctuations that generate noise, special dampers referred to as
“dumpers” (4) and an inertia ground (5) directly secured to the shaft are also used.
Since the motion is always transmitted to the compressor shaft, the compressor switch-on/off
function is entrusted to the “ON/OFF” valve (6).
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Sectional view of the compressor
Technical features
The 5SL 12 compressor flow rate may vary depending on the load variations requested from
the system, as well as changing external temperature and/or humidity conditions, and sudden
engine load changes.
Below are the main technical features of the compressor:
direction of rotation: clockwise;
max. number of continuous revs: 8,500
number of pistons: 5
minimum displacement: 0 cm3/rev
maximum displacement: 126 cm3/rev
amount of lubricant: 80 cm3.
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The compressor is made up of 5 pistons (1) secured to an oscillating plate (2). The pistons
move inside the cylinders, obtained in the compressor body, and are set moving by the plate
oscillations. The plate motion is generated by the rotation of the propeller shaft (3).
The latter is made to rotate by the pulley, connected to the engine by means of the auxiliary
member belt. The coolant flow rate is controlled by varying the compressor displacement and
also the inclination of the rod-holder plate (2).
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10.2.4 Filters and condenser
The condenser is a heat exchanger located in front of the engine cooling radiator.
The coolant at the gaseous state flows through the condenser pipes and is liquefied (at a
temperature of 60˚C, on average).
The condenser is skirted by the external air generated by the vehicle motion. When the vehicle
is stationary or runs slowly in a column or queue, the air flow is generated by the engine
radiator fan.
Insufficient thermal exchange in the condenser will cause the pressure to increase in the
system and the coolant to be condensed only in part, thus reducing the system’s efficiency.
The right side of the condenser incorporates the seat for the cylindrical, fully integrated
dehydrating filter (1). This arrangement makes it possible to optimize the system layout.
The pollen filter features a rectangular shape. It can be replaced by removing the plastic guard
located inside the passenger compartment, on the passenger’s side under the glove
compartment.
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10.2.5 Expansion valve
The figure below illustrates a sectional view of the expansion valve, together with the main
components of the same.
1, Evaporator outgoing fluid pipe
2, Thermo-sensitive element
3, To the compressor intake coupling
4, Pressure fluid
5, Contrast spring
6, Calibrated hole and ball
7, Expanded fluid (to the evaporator inlet coupling)
8, Valve body
9, Rod
C, To the compressor
F, To the dehydrating filter
Ei, Inlet evaporator
Eu, Outlet evaporator
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10.2.6 Fluids
The compressor oil (80 cm3) is of the ND8 grade type and must not be replaced.
The amount of the R134A coolant is 500 +/– 40 g for all the engine versions. The points for
connection with the recharge apparatus are different depending on the models; in any case,
they can be easily located.
10.3 Operation logic
The air conditioner control layout varies according to the body versions (heater, manual
conditioner, automatic, two-zone air conditioner).
Heater
Air conditioner
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Automatic, two-zone air conditioner
With reference to the figure illustrating the automatic, two-zone air conditioner, the button
functions are as described below:
1) single/differentiated temperature selection control MONO button (yellow LED);
2) compressor enable/disable control button (yellow LED);
3) air recirculation control button (yellow LED);
4) display;
6) system deactivation control OFF button (yellow LED);
7) MAX DEF function control button (yellow LED);
8) rear heated window (yellow LED);
9) passenger compartment temperature sensor protection grid;
10) AUTO SX button for automatic control of left-hand temperature, left-hand air distribution,
fan, compressor and air recirculation;
11) driver’s side temperature selection knob;
12) left-hand air distribution selection buttons (three green LEDs);
13) fan speed pivoting button (increase/decrease);
14) right-hand air distribution selection buttons (three green LEDs);
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15) AUTO DX button for automatic control of right-hand temperature, right-hand air
distribution, fan, compressor and air recirculation;
16) passenger’s side temperature selection knob.
The system makes it possible to adapt the passenger compartment air temperature (in the
driver’s side and passenger’s side parts) to the temperature requested in automatic mode. The
air flow rate, air distribution, compressor deactivation, recirculation state and the MAX DEF
function (which turns the rear heated window on automatically) can be selected manually.
Moreover, the system can, by means of the MONO button, be set to operate in a single-zone
mode, i.e. the air temperature and distribution in the passenger compartment, as requested by
the passenger, can be adapted to the one requested by the driver.
The operation logic is based on the equivalent temperature.
10.4 Diagnosis
Control unit proxy procedure
The control unit is capable, by means of special sensor control logic and setting logic with
actuator “self-learning”, to record and store in the memory a number of anomalies and faults
that may affect the system.
These stored errors can be read by getting connected to the Body Computer diagnosis
connector.
This operation makes the system learn the end-of-travel position of the air-conditioning control
unit electric actuators.
The established procedure can be carried out by means of the computer-assisted diagnosis
equipment.
This operation shall be repeated after at least one actuator has been replaced.
The procedure shall be started again in case of interruption.
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11 Sunroof
11.1 Description
The sunroof fitted to Nuova Punto consists of a special, wide-glass system referred to as
“Skydome”, made up of two glass panels (one fixed rear panel and one front sliding pane) and
a front fin which acts as an air baffle.
The glass extends to such an extent that it takes the place of over 70% of the sheet metal roof
panel surface.
The glass allows, when closed, the external light to be let into the vehicle while allowing the
occupants inside the passenger compartment to have a very good vision of the outside. The
glass, allows, when opened, the roof compartment to be opened to approximately half its
surface area.
During the opening phase, the front mobile panel slides out of the roof panel (“spoiler”
function).
In particular, the sunroof consists of the following:
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View from bottom
After Sales Training
Side view
a sheet metal frame on which the other components are secured (D);
a system (right and left) of mechanisms, secured to the chassis, for front glass panel handling,
which are driven by an electric motor by means of a metal spiral cable (E);
two tempered glass panels (thickness: 4 mm) with low energy and light transmission values (a
moving front panel “A”, which can also act as a spoiler, and a fixed rear panel “B” secured to
the chassis);
a front fin (C) which acts as an air baffle (it lifts when the roof is opened);
two polyester roller-type window shades (front and rear) with manual, two-position control
(open/closed).
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The sunroof is controlled by means of the components below:
control push-button panel;
electric motor and sunroof control unit (built-in)
1. Key-ON (+15)
2. Speed signal from the brake node
3. Power supply (+30)
Built-in motor & control unit
4. Ground
5. N.C.
Motor/control unit pin-out
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11.2 Operation
A
B
Control mask
The “Skydome” sunroof is operated by pressing the opening (A) and closing (B) buttons
located in the mask close to the front central ceiling light fixture. The operation logic described
below is implemented through actuation of an electric motor managed by an electronic control
unit. The sunroof movements, obtained by the control button, are permitted only with
the panel ON (key-ON).
11.2.1 Sunroof opening
The front glass panel can be opened in two different ways, by pressing the respective button
(on the opening side) upon key-ON:
automatic opening: by pressing the button on the “opening” side for more than 300 ms, the
front glass panel (fully closed) will open to the “spoiler opening position”, so as to ensure very
low drag noise. By pressing the button again on the same side, the front glass panel will reach
the maximum opening position. Following the initial opening control, the glass panel may be
stopped at intermediate positions by pressing the button again.
Manual opening: by pressing the button briefly (for 60 to 300 ms), the front glass panel (fully
closed) will move to open proportionally to the time (T) during which the button is pressed, and
will stop when the button is released. By pressing the button again and again on the same
side (still within the time range of 60 to 300 ms), the panel will jolt along until it reaches the
maximum opening position. This function allows the user to position the front panel at
intermediate positions with respect to the maximum opening position.
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11.2.2 Sunroof closing
Similarly with the opening operation, the front glass panel can be closed in two different ways,
by pressing the respective button (on the closing side) upon key-ON:
automatic closing: by pressing the button on the “opening” side for more than 300 ms, the
front glass panel (fully opened) will reach the “spoiler opening position”. By pressing the button
again on, the panel will reach the closing position. Following the initial opening control, the
glass panel may be stopped at intermediate positions by pressing the button again.
Manual opening: by pressing the button briefly (for 60 to 300 ms), the front glass panel (fully
opened) will move to close proportionally to the time (T) during which the button is pressed (60
to 300 ms) and will stop when the button is released. By pressing the button again and again
on the same side (still within the time range of 60 to 300 ms), the panel will jolt along until it
reaches the maximum closing position.
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11.2.3 Window shades
The passenger compartment interior luminosity can be modified by means of two window
shades: one for the front mobile panel, one for the fixed rear panel. The window shades are
made of polyester: each of them slides and can be rolled up along sliding guides, thus
preventing the guides from being detached. They can be opened manually and be either fully
closed or opened (no intermediate positions). The window shade closing is independent from
the front panel opening position.
11.3 Sunroof closing anti-pinch feature
The antipinch system, managed by the electronic control unit, conforms to the requirements of
EC Directive 2000/4 and comes into action during horizontal and vertical closing of the front
panel when an obstacle (e.g. finger, hand, etc.) is found:
as far as the horizontal closing motion is concerned, the system is active over the entire travel
(if the glass is opened for more than 4 mm): when an obstacle is found on the front side of the
glass panel, it reverses the glass motion over a distance of 100 mm from the point where the
motion has been reversed;
as far as the vertical closing motion is concerned, the system is active over the entire travel (if
the glass is opened for more than 4 mm from the gasket edge): when an obstacle is found on
the rear side of the glass panel, it reverses the glass motion until the compass opening
position is reached.
In both cases, the load that causes motion inversion is less than 100 N, as laid down by the
EC Directive 2000/4. Possible pinching from the vehicle interior in the panel side zones is
avoided by making use of side guards that prevent the hazard zones from being reached.
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11.4 Emergency actuation
The front glass panel can be opened or closed manually in an emergency (or if maintenance
operations are carried out when the power supply is not available) by following the procedure
below:
remove the protection cap located on the inner covering, between the two due window
shades;
procure the Allen wrench supplied with the tool kit located in the luggage compartment;
put the wrench into seat A, then rotate it (clockwise to open the sunroof, counterclockwise to
close it).
11.5 Initialization
In case of battery disconnection or manual emergency glass handling, the sunroof shall be
initialized.
Follow the procedure below:
keep button A depressed in the closing position;
keep the button depressed, so that the sunroof jolts along to be fully closed;
wait, after the sunroof has fully closed, for the electric motor to come to a halt.
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