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Kako ne bi bilo nekih nedoumica za D4192T ili ti diesel motor ugrađivan u S/V40 modele do 1999 godine Vadis Kaže:
-This is an indirect injection turbodiesel engine with an intercooler located at the lower front of the LH bumper.
-The engine consists of a cast iron block with an alloy cylinder head, and has two valves per cylinder.
-The pistons are cooled by oil sprayers. They also have internal bores to help cool the piston base.
-The vacuum pump (for the brake servo, idling control and EGR) is driven direct via the camshaft.
-The fuel pump gearwheel has an integral adjustment mechanism for the pump.
-The fuel pump is fitted with a CSM (Coded Start Module) as standard. This is a fuel valve under the control of the immobilizer.
-The engine has an EGR control. It also has a (two way) catalytic converter.
Some of the engine's features (continued)
-The timing belt has to be tensioned by a tensioning pulley.
-Models with air conditioning have an external engine oil radiator located at the lower front of the RH bumper.
-The engine is mounted on a pendular system. This uses mountings at the level of the LH lengthways member and the RH shock absorber turret. There are anti roll stops on the underside of the engine to prevent engine roll. One at the front and one at the back. These rest on the central lengthways member running underneath the engine.
Engine management system
-The engine control module (ECM) is located in the passenger compartment behind the center console, in the same place as the Fenix control module in petrol models.
-The engine control module (ECM) governs the injection timing. This is done via an advance control valve on the fuel pump.
-The amount of fuel injected is governed at the pump as a function of engine speed and turbo pressure, and the position of the rod.
Za motod D4192T2 vadis kaže slijedeća:
Engine D4192T2
This direct-injected engine from Renault is a further development from the diesel engine used in the V400 and V/S40. In the past, the engine has already undergone several changes. Other changes have now been incorporated to convert it into a direct-injected engine:
*New cylinder head without combustion chamber.
The cylinder head is completely flat.
The valve sequence is also changed.
*New pistons with integral combustion chamber.
*Modified inlet manifold and modified exhaust manifold, due to the different valve sequence.
*The injectors are modified for the direct injection technique. The injectors have two opening positions, dependant on the injection pressure.
*Heat exchanger instead of an oil cooler for engines with A/C.
*New Bosch fuel injection pump with electronic control of fuel quantity and injection timing.
*MSA 15.5 engine management system.
*This diesel engine uses the same type of turbo charge air cooler, in front of the radiator, as the turbo petrol engine in the X40.
*New vacuum pump.
*Because of the improved efficiency of the engine (less waste heat from the combustion process), an additional electrical heating is incorporated in the engine coolant system to make sure that the passenger compartment can be heated during wintertime.
*Because of the improved efficiency of the engine (less waste heat from the combustion process), an additional electrical heating is incorporated in the engine coolant system to make sure that the passenger compartment can be heated during wintertime.
The engine compartment is sound insulated on the underside by additional sound absorbing material on the undercover and lower side covers. The engine also has a new upper styling/sound cover.
Oil cooler
*For cars with air-conditioning, the engine oil cooler is replaced by a heat exchanger mounted below the oil filter. The heat exchanger heats the engine oil during the warming-up phase, as the engine coolant is warmer than the oil. In hot conditions the heat exchanger cools the engine oil, as the engine coolant is cooler than the engine oil.
Pistons
*Due to the direct injection principle, the combustion chamber has to be integral to the piston. A bowl-type piston is used. Together with the spiral-shaped inlet manifold, the design of the combustion chamber results in an encouraged swirl effect, which allows maximum evaporation of the injected fuel.
*The pistons remain cooled by the fuel jets, however the position and the spray pattern of the jets is changed.
Direct injection and combustion
*In an indirect-injected engine, the fuel is injected into a precombustion chamber (swirl chamber) in which a proportion of the fuel is burned. The remaining fuel rushes through the swirl chamber outlet into the combustion chamber where the combustion is completed. Compared with a direct-injected engine, this type of engine suffers from lower power output and higher fuel consumption.
*In a direct-injected unit, the fuel is injected directly into the cylinders, giving a more efficient combustion, and therefore lower fuel consumption
*To make the new unit as quiet as possible, while achieving the maximum combustion efficiency, the intake passages, combustion chambers, injectors and piston shape have all been modified for direct injection.
*The intake passages are designed to give a strong swirl to the air. This, together with the shape of the combustion chamber, creates strong turbulence during the compression stroke.
*The injector nozzles are provided with 5 holes which, together with a high injection pressure, atomise the fuel efficiently. The pressure is raised to more than 700 bar. This is necessary because of the small injector holes (0.2 mm) and the short injection time (35º crankshaft angle).
*The lack of pre-chamber in the cylinder head reduces the heat exchanging areas. Consequently, the engine burns less fuel to heat the engine coolant, and therefore the efficiency is improved
*With only one combustion chamber, combustion occurs in a single phase. This, together with the above mentioned points, ensures complete combustion, combined with high power output and minimum exhaust emissions
*To overcome the higher noise level of a direct-injected engine, the combustion is built up gradually by injecting in two stages. The injector initially opens at a pressure of 200 bar, and is fully open at 450 bar.
Cylinder head
Valve order
*The design of the cylinder head is new. Because the combustion chamber has been moved to the piston, the cylinder head is completely flat. Re-grinding is not allowed.
*The cylinder head bolts have to be tightened using an approved method. The steel gasket is no longer used.
*The valve order is changed and the cylinder head is not symmetrical. Therefore the valve order, seen from cylinder 1 (on the flywheel side), is: I(inlet)-O(outlet), I-O, I-O, I-O.
*The pistons are all the same. Therefore the position and pointing direction from the injector, glow plugs and the valves is the same for all four cylinders.
Caution! Be aware of the different valve order while checking the valve clearance
Camshaft bearings
*The 5 camshaft bearing caps are integrated in one construction. This bearing frame is machined together with the cylinder head and cannot be replaced as an individual unit.
*The tappets do not have clearance adjustment shims, therefore no regular servicing is required
MSA 15.5 Engine Control Module
Input signals
The highlighted items in this list are different for this system, compared with the MSA 15.7
installed in the X70.
1MSA 15.5 engine control moduleBosch system, similar to MSA 15.7. Altitude sensor is included.Senses atmospheric pressure, and is located inside the MSA engine control module. Mainly used for EGR regulation and fuel quantity corrections. If defective, a default value 100 kP is used and the MIL is switched on.
2Fuel quantity sensorSenses the position of the fuel quantity lever on the fuel injection pump. For more information, see Sensors and actuators on the fuel injection pump
3Fuel temperature sensorSenses the fuel temperature in order to calculate the relevant amount of fuel. NTC type.For more information, see Sensors and actuators on the fuel injection pump .
4A/C pressure switchSame function as in the D4192T.
5A/C control panelSenses requests to switch the A/C on. This switch is connected to the MSA engine control module, to allow the engine idle speed to be adjusted to 875 rpm. The signal is routed through the A/C pressure switch.If defective, the A/C is switched off (not by the MSA)
6Engine coolant temperature sensorRenault sensor, similar to D4192T. NTC principle. Senses the engine coolant temperature in the thermostat housing. Used for fuel quantity, injection timing, EGR regulation, and glow plug control.If defective, the fuel temperature is used instead. The engine coolant heater is switched off, and the MIL is switched on.
7Engine speed sensor (RPM)Renault sensor, similar to D4192T. The sensor generates 4 pulses per revolution.If defective, the engine is shut down/will not start (by fuel cut-off and electrical stop). The EGR, post heat and cruise control are switched off, and the MIL is switched on.
8ImmobilizerSenses if the right key is used. Sends a code to the MSA engine control module to allow the engine to be started.If the connection is defective, the engine will not start (by fuel cut-off and electrical stop), and the MIL is switched on.If the connection becomes defective during driving, the engine keeps running and MIL is switched on after 8 seconds
9Mass airflow (MAF) sensorHot-film principle. Used for EGR.If defective, a fixed value of 390 kg/h is used, and the EGR function is stopped.
10Clutch switch (identical to the switch used in the cruise control equipment)Disconnects the ground from the MSA engine control module if the clutch pedal is depressed. For more information see Accelererator pedal (AP) sensor
11Brake light switchConnects +12 V to MSA engine control module and stoplights when the brake pedal is depressed. This is the switch used for the brake lights.For more information see Accelererator pedal (AP) sensor
12Accelerator pedal (AP) sensor / idle speed switchSenses the accelerator pedal position (driver's demand).For more information see Accelererator pedal (AP) sensor
13Brake switch (identical to the switch used in the cruise control equipment)Disconnects ground from MSA engine control module input when brake pedal is depressed.For more information see Accelererator pedal (AP) sensor .
14Intake air temperature sensorRenault sensor, similar to D4192T. Located in the intake side just after the MAF sensor. NTC type.Used for EGR, injection timing and the engine coolant heating.If defective, a fixed value of 20 °C is used and the MIL is switched on.
15Needle movement sensorSenses the fuel injection start (first stage) of the injector from cylinder 1 (flywheel side). This signal is used by the MSA engine control module as a feedback of the injection timing.If defective, the amount of injected fuel is limited, the timing valve is not variable, and the EGR is switched off. The MIL is switched on, and the engine speed is limited to 3000 rpm.
16Vehicle speedThe vehicle speed signal is routed via the combined instrument module, where the sensor signal is processed (e.g. with a factor for tires).If defective, a default value 6 km/h is used (for fuel quantity), and the cruise control is switched off.
17Glow relay feedbackSenses if the glow relay is working correctly. Note that there is no glow confirmation. Gives feedback via separate diagnostic line.
18Cruise actuator switchSenses the driver's demand to maintain vehicle speed. Four different commands are possible. For more information see Accelererator pedal (AP) sensor
Output signals
he highlighted items in the list below are different for this system, compared with the MSA 15.7
installed in the X70.
1MSA 15.5 engine control moduleThe control module is a simplified MSA module. The diagnostic possibilities are reduced.The cruise control is integrated into the MSA control engine control module. As cruise control is safety related, the MSA control engine control module switches off the cruise control if defective input signals are detected (e.g. brake switch signal).
2Injection timing valvThe injection timing valve controls the injection timing.For more information see Sensors and actuators on the fuel injection pump
3Pump quantity actuatorThis actuator moves the control sleeve to regulate the amount of fuel.For more information see Sensors and actuators on the fuel injection pump
4Electrical stopThe electrical stop closes the inlet to the high pressure.For more information see Sensors and actuators on the fuel injection pump .
5EGR solenoid valveThe EGR solenoid valve controls the vacuum signal to the EGR valve. The valve is controlled by a duty cycle signal of the MSA engine control module.If defective, the amount of fuel is limited, the EGR is switched off, and the MIL is switched on.
6A/C compressorThis is a new A/C compressor, as used on the D4192T. It is a fixed stroke compressor.
7A/C compressor relayFor more information see Glow plug control
8Engine coolant heater relaysFor more information see illustration 9
9Engine coolant heaterTwo glow plugs are used for coolant heating.For more information see Glow plug control .
10Glow plug relayFor more information see Glow plug control .
11Glow plugsSimilar to the glow plugs fitted in the D4192T but longer to fit into the new cylinder head.For more information see Glow plug control .
12DLCDiagnostic Link Connector. To connect the VIDA cart to the car.
13Mil lampThe MIL is active in case of an emission related DTC is set by the MSA engine control module.
14Glow indication lampThis lamp will illuminate during the pre-heating phase of the glow plugs.If defective; no indication.
15Fuel consumptionThe fuel consumption signal is used for the drivers information display.
16Engine speed (rpm)The rpm signal is used for the engine speedometer in the combined instrument module.
Accelererator pedal (AP) sensor
1.Cruise control stalk
2.Clutch switch
3.Brake light switch
4.Brake switch
5.Spring
6.Accelerator pedal (AP) sensor and idle speed switch
Accelerator pedal (AP) sensor
*The AP sensor is mounted in the pedal box. The sensor consists of a potentiometer and an idle switch. The sensor is connected to the accelerator pedal by a connecting rod. A spring is mounted inside the sensor to give a resistance when the pedal is pressed.
*There is mechanical link between fuel injection pump and accelerator pedal; only an electrical link, via MSA engine control module (drive by wire).
*The AP sensor is used by the ECU as the main input for the load of the engine. Advantages of this sensor, compared with a mechanical system, are:
- The MSA engine control module is able to provide adjusted signals to the fuel injection pump, in order to obtain the best results for drive ability, acceleration and exhaust emissions
- There is no mechanical link to the pump (less chance of failure)
- Failures are monitored by the MSA engine control module, and it can also take safety precautions and provide limp home modes.
*In case of malfunctioning of the idle speed switch, the MSA engine control module adjusts the engine to a default idle speed. In case of malfunction of the potentiometer, the MSA engine control module allows a default maximum engine speed of 1300 rpm. The MIL is switched on.
*After replacement, the function of the sensor has to be checked using an approved method.
Caution! Never adjust the length of the connecting rod in order to change idle or maximum engine speed!
Dočim za D4192T3 i D4192T4 ne kaže baš puno kao za prethodne motore jer je mehanički gotovo sve isto kao i kod D4192T2. No za upravljačku jedinicu kaže slijedeće
Popis senzora pomoću kojih EDC 15C upravljačka jedinica upravlja radom motora
1Camshaft position sensor (CMP)
2Vacuum tank
3Turbocharger (TC) control valve
4Stop shutter
5Engine coolant temperature (ECT) sensor
6Boost pressure sensor
7Integrated relay/fuse box
8Mass air flow (MAF) sensor
9Air cleaner (ACL)
10Glow plug relay21Battery
11Engine control module (ECM)
12High pressure pump
13Fuel pressure control valve
14Fuel pressure sensor
15High pressure fuel rail
16Fuel temperature sensor
17Injector
18Exhaust Gas Recirculation Valve (EGR Valve)
19Engine speed (RPM) sensor
20Engine cooling fan (FC)31PCV heater
22A/C pressure sensor
23Stop shutter solenoid
24Coolant reservoir
25Oil filter
26Oil pressure switch
27Engine coolant temperature (ECT) sensor
28Relief valve
Na kraju da rezimiramo, D4192T ima ECM, D4192T2 ima MSA 15.5 a D4192T3 i D4192T4 imaju EDC 15C
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V70R 299 HP 7/2013 -
V70 2.4 170HP 12/2011 - 7/2013
V40D 115HP 11/2004 - 12/2011
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Ja bi na tvojem mjestu prvo utvrdio kaj je točno ovom starom motoru, a nakon toga odlučio da li bi ga popravljao ili negdje našao zamjesnki, što je skoro uvijek zeznut posao jer nikad što kupuješ i je li to što kupuješ možda u lošijem stanju od onoga što imaš. To kaj ti jako dimi i čudno se čuje može biti i samo bosch pumpa ili loše postavljen zupčasti remen što se lako da otkloniti. Ako jako dimi znači da u cilindre dolaz dosta nafte koja ne izgara kako bi trebalo pa se nije preporučljivo voziti s takvim autom jer ti nafta lagano ispire sjenke cilindra od ulja što dovodi na duže staze zna se do čega. Ne do HDZ-a već oštečenja cilindara i karika. Ako već ne možeš sam detektirati problem trk do specijaliziranog majstora za "Bosch pumpe" i nek ti ga on prvo pregleda.
,znaci sutra 
Evo ispravio sam oznake u svom prethodnom postu.