Automotive Sector

SCOPRIO CRDe ( ALL NEW)

SERVICE MANUAL
CONFIDENTIAL RELEASED BY:
ONLY FOR INTERNAL CIRCULATION WITHIN
M&M AUTHORIZED DEALERS & SERVICE TECHNICAL PUBLICATION CELL
CENTRES MAHINDRA & MAHINDRA LTD
PASSING ON TO THIRD PARTY IS NOT
PERMITTED VERSION 0 - MARCH 2006
ALWAYS CHECK FOR LATEST VERSION

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Preface

We are pleased to introduce the Service Manual for Scorpio CRDe (All New)

The layout of the manual is in such a manner that it facilitates trouble

shooting and attending the aggregate on the vehicle. And if necessary
attending the aggregate after removing it from the vehicle. The information
contained in the manual has been prepared for experienced mechanics that
are involved in the daily repair. This manual does not cover the theoretical
details on the operation of the system.

The work procedures have been explained in details with emphasis on the
care to be taken at various stages. Tightening torque’s have been explained
in most of the sections as a specific value. This value is the midpoint for the
acceptable engineering torque values. These values are intended for use in
service assembly and installation using OEM fasteners. While replacing
fasteners always use the same type of fastener as removed.

We hope that this Manual will be used extensively. It has been our attempt
that this manual will help in providing a higher customer satisfaction level.

We have taken all care to ensure that the data and procedures are correct
till the time of going to publication. However as a part of our continuous
endeavor to improve our product, it is possible that the data will get
changed. We would request you to keep updating the manual with the
information we will communicate periodically. We would request you to let
us have your opinion and feedback.

Publication Cell.
Customer Care
Mahindra & Mahindra Ltd.
Automotive Sector.

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CRUZ 2600 DI Engine

Contents

‰ Description

‰ Trouble Shooting

‰ Care of the System

‰ In Car Repairs

‰ Working principle, of the various subsystems of the Engine.

‰ Dismantling & overhauling of the Engine.

‰ Working Principle, Dismantling & Overhauling of the Turbocharger

‰ Specifications & Wear Data

‰ Lubricants & Sealants

‰ Tightening Torque’s

‰ List of the MST

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Description

The 2.6-liter Turbochargered and intercooled common rail direct injected diesel
engine with a bore and stroke of 94 mm develop 115 BHP at 3800 RPM and a torque
of 283 Nm (28.3 Kg m) at 1800 RPM.
A waste gated turbocharger controls the boost to 2.2 bar. The compressed air is cooled
by the charge intercooler which is mounted upstream of the turbocharger. The cooled
air enters the inlet manifold’s plenum and it enters the Cast iron cylinder head through
the inlet valves having a 45-degree angle.

The piston features re-entrant type combustion chamber and having ferrous ring insert
in the Top ring groove. A 3-ring pack is used. The top ring is asymmetrical barrel face
and with CKS coating and keystone shape. The 2nd ring is taper faced. The 3rd is
Conformable Oil Ring. The piston is having an offset of 0.5 mm

The forged connecting rod is connected to induction-hardened crankshaft. The small

end of the connecting rod is trapezoidal shaped to reduce the mass as well as to ensure
higher loading. The crankshaft is induction hardened with the filets hardened &
ground. The flywheel has a shrunk fit ring gear and also a ball bearing to act as pilot
for the gearbox input shaft. The front end is having a rubber moulded dampener
pulley

The high pressure pump & camshaft are chain driven.

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Trouble Shooting

Refer to the Service diagnosis chart. Additional tests & diagnostic procedures may be
necessary for specific engine complaints that can not be isolated using only the
diagnostic chart.
Information concerning the additional checks is provided within the following
diagnostic.

Cylinder compression pressure Test

The results of the cylinder compression test can be utilized to diagnose several engine
malfunctions.

Before carrying out the compression test ensure that the battery is in good working
condition. Otherwise the indicated pressures may not be valid for diagnostic purpose.

ƒ Remove all the injectors.

ƒ Fit the dummy injector (MST no. ) and connect it with the compression gauge.
ƒ Disconnect the engine RPM sensor or phase sensor connector so that the engine
does not start.
ƒ Crank the engine.
ƒ Note the compression value should be 30 bars.
ƒ Repeat the procedure for the other cylinder.
ƒ Refer to the Specification for the value.

Engine cylinder Head Gasket Failure Diagnosis

A leaking engine cylinder head gasket usually results in loss of power, loss of coolant
and engine misfiring, overheating and poor fuel economy.

An engine cylinder head gasket leak can be:

A. Between adjacent cylinders
Or
B. Between a cylinder and adjacent water jacket.

Cylinder head gasket failure between cylinders is indicated by

Loss of power and /or engine misfiring.

Cylinder head gasket leaking between a cylinder and coolant passage results in
coolant foaming or overheating and loss of coolant indicate an engine water jackets.

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Cylinder to Cylinder Leakage Test:

Check the cylinder compression pressure as already explained. Leakage between

cylinders will be result in drop of compression pressure by nearly 50 to 70% in the
affected cylinders.

Cylinder to Water jacket Leakage Test

• Remove the radiator cap.

• Warm up the engine and allow it to warm up until the engine thermostat opens.
• If large combustion /combustion pressure leak exist, bubbles will be visible in
coolant.
• If bubbles are not visible, install a radiator pressure tester and pressurize the
cooling circuit. If a cylinder is leaking combustion pressure into the water jackets
then the tester’s needle will pulsate with every combustion stroke of the cylinder.

Symptom Causes Remedial action

Engine will not start & 1. Air intake 9 Clean the element or replace
emit black smoke obstructed the element.
9 Check for free operation of
Turbocharger.

2. Defective injectors 9 Calibrate injectors.

3. Lack of 9 Check compression
compression. pressure.- if low check for
valve seat ,rings & liner wear
9 Replace the cyl. head gasket.
4. Cylinder head 9 Check timing chain.
gasket failure 9 Refer diagnositc manual.
5. Engine timing-
Valve
6. CR system

Noisy engine & black 1. Improper injection 9 Check & correct the Timing.
smoke. timing. 9 Clean or replace injectors
2. Faulty injectors. 9 Tighten the main bearings.
9 Inspect and replace the
3. Loose main bearings broken parts.
4. Broken parts
5. Rockers loose or out 9 Adjust tappet.
of adjustment.

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Symptom Causes Remedial action
Engine does not give 1. Air intake restricted. 9 Clean filter, replace if
full power. 2. Clogged fuel filter. required.
3. Incorrect tappet 9 Replace filters.
clearance 9 Adjust tappets in cold
4. Injection pump condition.
timing. 9 Check & correct timing.
5. Defective injectors. 9 Calibrate injectors
6. Air leaks in pressure 9 Plug the leaks, replace hose
line after or clip if required.
turbocharger( Turbo
to
intercooler,intercool
er & intercooler to
intake manifold) 9 Replace the hose or tighten
7. Air leak in pipe – 9 Locate the kink/block in
manifold to FIP return pipe and rectify.
8. Fuel return pipe to 9 Check the pipe, washer &
tank blocked. rectify.
9. Boost pressure 9 Check the compression, relap
pipe/hose assembly if required.
damaged. 9 Get the Turbocharger
10. Valve leak repaired at authorized TEL
dealer.
9 Replace gaskets.
11. Turbocharger
damaged. 9 Replace Turbocharger

12. Gas leaks between

exhaust manifold & 9 Tighten the TC mounting
cylinder head. bolts. Replace gasket if
13. Restricted exhaust required.
system. 9 Remove the restriction in
exhaust system.
14. Exhaust gas leak
between turbo & 9 Change the gasket or the
manifold. hose.
15. Gas leak between
EGR pipe joints 9 Replace the pipe.
16. EGR pipe leak. 9 Remove the restriction.
17. Fuels supply line
kink creating
restriction. 9 Fit the correct banjos

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18. FIP inlet & outlet
banjos interchanged. 9 Check the EGR using the
19. EGR valve improper blink codes. Proceed
functioning. appropriately.
20. Defective FIP

21. Compression leak. 9 Repair or replace the FIP.

9 Check compression.
22. Jammed piston rings

23. Viscous fan 9 Replace piston rings.

continuously
engaged.
9 Check the VFD as outlined
in cooling. Replace if
Check CR system required.
Refer the diagnostic manual

Symptom Causes Remedial action

Noisy engine & high 1. Cylinder head 9 Replace the cylinder head
smoke ( White/ Grey) gasket defective. gasket.
2. Worn out or 9 Lap the valve seats or
damaged valve regrind.
seats.
3. Leaking injector 9 Tighten the injector holder.
holder (Check if the injector holder
of the BS 2 does not have the
BS1 holder.)

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Symptom Causes Remedial action
Black smoke. 1. Air intake restricted. 9 Check for hoses, clean or
replace element.
2. Incorrect tappet
setting. 9 Adjust tappets.
3. Defective injectors
4. Improper FIP timing 9 Check injectors.
5. Air leaks. 9 Correct the timing

9 Check for leaks between

Turbocharger to intercooler,
6. EGR valve stuck intercooler & intercooler to
open inlet manifold.
7. Defective FIP. 9 Check the EGR valve
8. Restricted exhaust
system. 9 Rectify or replace FIP.
9. Gas leak between 9 Remove restriction or replace
exhaust manifold & parts.
cylinder head. 9 Replace manifold gasket or
10. Worn out rings, parts.
liners & valves.
9 Overhaul engine.
Excessive oil 1. Cracked vacuum 9 Check the vacuum line from
consumption line hoses. the alternator to the EGR
valve (for BSII)- check for
leaks, crack. Replace cracked
hoses.
9 Clean or replace elements.
2. Clogged air filter 9 Locate & remove restriction.
element.

3. Restriction in air 9 Remove the restriction in the

intake to compressor drainpipe.
duct.
4. Restrictions in 9 Check the crankcase
turbocharger oil ventilation & rectify.
drain line.
5. Restriction in
crankcase breather.

6. Damaged oil 9 Replace the oil separator

separator

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7. Turbocharger 9 Change oil, filter, service the
damaged. Turbocharger & use
recommended oils & drain
intervals. Follow the
recommended procedure
while shutting down.
9 Repair Turbocharger.
8. Worn out rings, 9 Overhaul engine.
liners, and valves.
9. External oil leaks 9 Stop the external oil
leakages.
10. Leakages through 9 Change the vacuum hoses.
inlet manifold 9 Change the manifold gasket
mounting face or replace the manifold.
allowing dust entry.

11. Bend/kink in any of 9 Remove the bend or kinks.

the oil return
pipe’s/vacuum
hoses.
12. Defective vacuum 9 Replace the vacuum pump.
pump.

Blue smoke. 1. Clogged air filter 9 Clean or replace elements.

element.
2. Restriction in air 9 Locate & remove restriction.
intake to compressor
duct. 9 Locate the leaks, change
3. Air leak between the hose or clamp if required.
Turbocharger to
intake manifold. 9 Correct the oil level.
4. Excess oil.
9 Check the valve stem seals,
5. Wear in valve seal. replace if required.
9 Check the compression
6. Wear in piston rings pressure, replace rings &
& liner. liners.
9 Check the Turbocharger if
7. TC oil seal leaks defective get it attended.

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Symptom Causes Remedial action
White smoke. 1. Improper FIP 9 Check sprockets & chaing
timing. for wear. Rectify
2. Defective cylinder 9 Replace the cylinder head
head gasket. gasket.

3. Inlet or outlet banjo 9 Use the correct banjo with

not proper. new banjo washers.

4. Restriction in fuel 9 Remove the restrictions.

supply
Starter will not work or 1. Electrical 9 See the electrical section.
only cranks slightly complaints.
2. Check water level. 9 If water level reduced
drastically then check for
hydrostatic lock.
3. Hydrostatic lock 9 Remove the water in the
cylinder and find the cause
for water entry.
Starter will not crank 1. Weak battery. 9 Check the battery specific
the engine. gravity.
2. Corroded or loose 9 Clean & tighten battery
battery connection connections.
3. Faulty starter. 9 Repair starter.
4. Improper earthing. 9 Rectify earthing.

Noisy valves 1. Tappets loose. 1. Set the tappet clearances.

2. Rocker arms 2. Install the correct rocker
touching the rocker cover gasket. If after that also
cover. the problem persist change
the rocker cover.
3. Thin or diluted oil. 3. Change oil.
4. Low oil pressure. 4. Check the oil level.
5. Bent push rods. 5. Install new push rods.
6. Worn rocker arms. 6. Replace the rocker arms.
7. Worn valve guides. 7. Replace the valve guides.
8. Excessive runout of 8. Grind valve seats and valves.
valves seats 9. Replace oil & find the
9. Oil thickening reasons of thickening,
rectify.

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Symptom Causes Remedial action
Oil pressure drop 1. Low oil level. 9 Check engine oil level.
2. Defective oil 9 Install new sensor.
pressures sensor.
3. Clogged oil filter. 9 Replace filter.
4. Clogged oil cooler 9 Clean the oil cooler.
5. Clogged oil strainer. 9 Clean the strainer.
6. Pressure relief valve
in oil filter bracket 9 Clean the valve & bore and
stuck. assemble.
7. Oil leaks- internal
9 Check the gasket between the
block & front cover or any of
8. Worn parts in oil the MOG plugs
pump. 9 Replace the worn parts or
9. Excessive oil pump.
clearances 9 Check oil clearances.
10. Thin or diluted oil.
9 Change oil to correct
11. Excessive bearing viscosity.
clearance. 9 Remove the valve, inspect,
12. Oil pump relief clean & refit.
valve stuck. 9 Remove sump, inspect the
13. Oil pump suction parts & replace.
tube loose, bent or
cracked.
14. Oil pump cover
warped or cracked 9 Install new pump.
Oil leaks 1. Worn oil seals 9 Replace seals.
2. Misaligned or 9 Replace gasket.
deteriorated gaskets.
3. Loose fastener,
broken or porous 9 Tighten fastener
metal parts 9 Repair or replace.

Care of the System --

The performance of the engine is dependent on ensuring that the following

maintenance is carried out as per the schedule without fail.

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Fan belt tension: To be checked and adjusted if required at every 10,000 Kms.

Air cleaner: The air cleaner element to be cleaned at every 10,000 Kms. If the red
band shows earlier then the element has to be cleaned. The element should be
replaced at every 40,000 Kms or when the element paper is torn when inspected by a
light bulb. For the detailed procedure, refer to the Air Intake System.

Oil:. The oil should conform to CH4 grade and with a viscosity Index of 15W40. It
should be kept in mind that in the turbocharger engine the oil has to have do an
additional load of lubricating and cooling the Turbocharger shaft If any oil of lower
specification is used it can break down under the high thermal load at the turbine end
of the shaft especially during the hot shutdown.
This oil grade also ensures that the oil consumption is within the desire limits. Use
Maximile Supreme Grade of oils. The Oil change intervals are first at 5000 Kms. &
then susequently at every 15000 Kms.

Cooling system: Ensure that no leakages are present. For details of the coolant and
ratio refer the Cooling System.

Turbocharger: The engine is having an exhaust gas driven turbocharger. The

turbocharger shaft speed varies from about40, 000 when engine is idling to about
1,70,000 when the engine is having the full rated RPM.

Thus it very critical that while shutting down, the engine is allowed to run at idle for
at least one minute. Similarly the engine should be run at idle for 1 minute at starting
before accelerating. Refer Turbocharger in the Intake system for further details.

EGR: On vehicles fitted with EGR system the following additional points check have
to done during scheduled maintenance.

• Check for any exhaust gas leakage through sealing faces, EGR pipe. Formation
of any black soot indicates leakage.

• Check the vacuum hoses for any leaks, cracks.

• Retighten all nuts and bolts as per the recommend torque.

• Check blink codes every 10,000 kms.

Tappet setting has to be carried out every 20000. Kilometers.

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While doing the tappet clearance, in case of vehicle fitted with EGR system ensure
that the EGR pipe is not bend or overstress the pipes, elbow.

If the pipes are removed then it is essential that while fitting back new gaskets be
used. Do not open the pipe from one end only; it will cause the pipe to twist. If the
EGR pipe has to be removed, then open from both the ends.

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In Car Repairs --

The in car repairs which can be carried out are :

Tappet setting

Accessory Belt tension adjustment.

Accessory belt removal & Refitment.

VFD Assembly with Fan Blade removal

High Pressure pump Removal

Oil filter changing.

Turbocharger removal & Refitment.

Cylinder head gasket Replacement.

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Tappet setting –

1 2
3 4

1. Remove the oil filler cap.

2. Remove the oil separator & pipe from the ladder frame to the rocker cover.
3. Remove the tappet cover mounting Allen screws along with the rubber washer
4. Remove the tappet cover.

Adjust the tappets as per the firing order.

The tappet clearance should be adjusted in

cold condition and values are Inlet – 0.45
mm & Exhaust 0.45 mm

Ex –In- Ex- In- Ex- In- Ex- In Note: The valves layout is (from the front) Ex
–In-Ex-In-Ex-In-Ex-In

To rotate the engine it is suggested that the

Gear be engaged and one rear wheel lifted and
the wheel turned.

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The other alternative is that the engine be
turned only in the direction of rotation by
using the main driving pulley nut.

Caution: If the main drive pulley nut is used

to turn the engine then retorque the main
drive pulley nut.
Failure to so may cause the pulley to come
out due to loosening.

Accessory Belt tension Adjustment –

Loosen the center bolt

Adjust the tension by tightening the tension

bolt.

Tighten the center bolt.

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Measure the belt tension using the clevis
gauge.
If not found ok, repeat

Accessory belt Remove & Refit –

Loosen the belt tension-loosen the tension

bolt.

Loosen the center bolt.

Deactivate the belt tension by moving the belt

tensioner away
Remove the accessory belt. If required the fan
shrouds can be removed and the belt removed.

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Fan Blade & Viscous Fan Drive Removal & Assembly –

Caution: Do not remove the accessory belt

before removing the nut.
Loosen the water pump nut.

Note that the threads are anticlockwise

threads. Hence to loosen then the direction
of rotation has to be clockwise when viewed
from front.

Do not tamper or service the center portion

of the fan.

The nut should rest on pulley after

tightening.
The fan blade assembly and the VFD
assembly can be removed together.

High Pressure Pump Removal & Refitment –

Remove tappet cover.

Bring the 1st cylinder in compression

Note –

To confirm the first cylinder TDC position

remove the 1st cylinder injector, insert the
MST and the dial gauge. Check by the dial if
the piston is in TDC)

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Remove the VFD assembly along with the fan
blade assembly.

Remove the fan belt.

Remove the High Pressure Pump connections

and fuel supply.

Remove the injector pipes.

If the piston is not in TDC then the holes will

not align with the block. As a consequence
when the MST is used subsequently the MST
can break.

Rotate the engine to align three holes of

High Pressure Pump sprocket with three
tapped hole provided on crank case for
mounting threaded pins of removal tool.

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FIT the three nos.-threaded pins on
crankcase through FIP sprocket holes and
tightened with 17-mm spanner.

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Oil filter removal & refitting --

Remove the right side wheel apron.

Remove the oil filter using the MST 545

After removal, ensure that the central stud is

fully tight.

It can work out loose while removal of the

filter.

If it has worked loose then tighten it to torque

of 25-30 Nm ( 18-22 Lbft)
While fitting the new oil filter. Apply oil on the “O” rings.
Tighten by hand only.

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Turbocharger removal & Refitment –

Remove the right side wheel apron.

Remove the oil filter using the MST 545
Remove the oil cooler assembly

The above 3 steps are suggested for ease of

operations & access.

Remove the air intake hose to turbocharger.

Please cover the opening to the turbocharger

with cover to avoid accidentally dropping any
foreign object e.g. spanner

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Remove the exhaust pipe from after the

elbow. (Access is only after lifting it on a two
post or in a pit and using a extension with
UJ.)

Remove the oil feed pipe and the oil return

pipe.

(It is recommended to apply rust cleaning

spray (WD 40) in the nuts before
attempting to remove otherwise, the stud
will come off.)

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Remove the turbocharger mounting 3 nuts.

Cylinder Head Gasket Removal & Refitment –

1
3

1. Remove the rocker cover

2. Remove the Injector’s high-pressure pipes.
3. Remove the Fan blade assembly along with VFD
4. Remove the Accessory Belt.
5. Remove the Water pump.
6. Remove the Turbocharger.
7. Remove the rocker shaft assembly.

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8. Remove the cylinder head bolts.

2 8 9 5 3
Note –

While removing ensure that the bolts

4 6 10 7 1
loosening is the reverse of the tightening
sequence

Remove the Cylinder head assembly.

Measure the length of the cylinder head bolt.
If it is up to 135 mm then the bolt can be
reused.

If the length is more than 135 mm, use new

bolt.

The cylinder head gasket is of the Multi

Layer Steel (MLRS) Type gasket. Though it
can be assembled either way it is
recommended that for optimum performance
the Top, which is identified by the lettering,
is facing upward.
(The cylinder Head gasket cannot be reused –
even if it appears to be good.)
Do not use any sealant/lubricant like
shellac or oil on either block or head or
gasket face.

The cylinder head bolts are to be tightened

with slight trace of clean engine oil. (2-3
drops only). Do not put excess quantity of oil.

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The tightening sequence is as shown.
The tightening torque’s is
9 3 2 6 8 90 Nm then followed by 60-degree angular
torque. Again torque by 60 degree.

7 5 1 4 10 The angular torque in 2 stages ensure that the

tightening/clamping loads of all the bolts are
very close to each other.

Working principle, of the various subsystems of the Engine –

The various subsystems are:

Turbocharger: Please refer to the Air Intake System section.

Exhaust Gas Recirulation.

Crankcase ventilation

Oil circulation.

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Working Principle of the Exhaust Gas Recirculation

Signal out
Vacuum
Modulator
Exhaust Air
Temperature
Sensor E
C
RPM sensor
U Engine EGR
Vacuum
Reservoir
Load Sensor

Air flow Intake Air

Alternator
with Vacuum
pump

During acceleration and in higher loads the combustion chamber temperatures

increase. The high combustion temperatures increase the NOx generation. The higher
percentage of NOx generated in the combustion chamber come out through the tail
pipe in the atmosphere.

To reduce the amount of NOx coming through the tail pipe the EGR system adds
exhaust gases into the fresh air that is going into the combustion chamber. Since the
exhaust gas is already burnt hence when mixed with fresh air acts an inert gas. Thus
when the exhaust gas mixed with fresh air enters the combustion chamber, it performs
a dual role. The first role it does is that it reduces the amount of oxygen available for
combustion. The second role that it acts is as a heat absorbent/heat sink.
The net effect is that it reduces the combustion temperatures. This results in lower
amount of NOx being generated.

To control the amount/percentage of exhaust gases to be circulated back to the

combustion chamber an ECU is used. The ECU monitors the coolant temperature,
attitude, engine speed, and accelerator pedal position and the air flow. Based on the
above parameters the ECU operates a switch that in turn controls the amount of
vacuum going to the EGR valve. The amount of vacuum applied controls the lift of
the EGR valve.

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EGR Valve

Remove the EGR valve and check it valve-sticking, deposition of carbon etc. If excess
carbon deposits and sticky valve noticed then it should be cleaned with a suitable
solvent, so that the correct valve seat is ensured.

After cleaning the valve blow air from the bottom side of the valve and check for any
leakages.

EGR Pipe

Remove the EGR pipe and check for gas leakage, damages etc. Clean the gasket
seating area from any carbon deposits, burrs etc. Spray WD 40 rust cleaning spray on
the nut.

To check the pipe for any leakages, close one end of flange and from other end blow
air at 2 bars. Dip the pipe in water and observe if any leakage is observed. If any leaks
are observed then the pipe has to be replaced. Do not attempt to weld/ seal the leakage
joint

EGR Solenoid switch

The solenoid switch does not require any maintenance. For any damage replace the
component.

Vacuum Modulator Valve

Does not require any maintenance. However please check and confirm that that the
line from the modulator to air cleaner is clean and the hole at the air cleaner hose end
is not choked.

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Working principle of Crankcase Ventilation System --

The ventilation system is closed ventilation type. A hose connects the sump assembly
to the oil seprator. The oil seprator is a labriyanth type. The oil goes through the
labriyanth, the oil collected drops down. The excess pressure acts below the
diapghram. The diapghram is acted from below by the crancase pressure and from top
the suction by air cleaner. A spring also acts on top of the diaphram. Once the
pressure exceeds the diaphram lifts and the excess crancase pressure goes to the air
intake system

Certain amount of oil will be carried from the oil separator to the Air inlet hose, which
is normal. However if it is excessive please look for all the causes mentioned in the
high blow bye.

The Oil circulation system.

An external gear type pump sucks the oil through the strainer. The oil pump is driven
by the gear, which is mounted, on the crankshaft.
(Oil pump is identified by phosphating on cover plate.)
The oil pump delivers pressurized oil to the supply bore in the block. This oil is
delivered to the oil cooler and after getting cooled comes on the outer side of the
element. The filtered oil goes through the center of the oil filter and is connected to
the main oil gallery.

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The main oil gallery runs to the front of the block where it is delivered to the timing
cover. From therein it takes a small loop in the timing cover and again comes to the
front of the block. Goes to another oil gallery. Oil from this gallery supplies oil to the
piston cooling jets

Oil from the main oil gallery goes to the crankshaft main journal and camshaft, while
from the rear end it is supplied to the alternator’s vacuum pump. The oil supply for
the turbocharger is from the oil filter bracket.

The oil routed from the main oil gallery lubricates the timing gears and the idler gear
bush. Part of this oil gets sprayed from idler shaft hole. The camshaft gear and the
thrust plate are lubricated by engine oil routed from the first camshaft bushing through
the camshaft hole.

The oil from the First camshaft bush goes to the top of the cylinder and enters an oil
gallery, which extend upto 110 mm from the front. Oil from this gallery comes to the
base of the first rocker shaft-mounting bracket. The oil then enters the rocker shaft.
Oil enters the rocker bushing at through two holes facing the bottom half. At the same
time it sprays from the oil hole at the side of the rocker to lubricate the valve stem and
the surfaces over which the valve cap slides. The oil then returns to the sump through
the push rod holes in the cylinder head.

In both the oil cooler and oil filter, bypass valves are provided which operate if the
differential pressure exceeds 0.8 bar.

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Rocker shaft

Idler sprocket
To alternator
vacuum pump 1

Main bearing

2 Oil jet
Cam bearing

3
Main Oil gallery

4
Oil filter
bypass Oil
filter
5
Oil cooler
bypass
Safety Oil
Valve cooler

Oil filter Supply to

Pump
bracket Turbocharger

Strai
ner

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Oil filter bracket & pressure relief valve in oil filter bracket is deleted. Crack opening
pressure of relief valve in oil pump has been reduced from 6 bar to 4.5 bar. Oil
pressure sensor, which is mounted on main oil galleries rear (which is on exhaust
side.)

Oil gallery is drilled from front bottom side for oil supply to hydraulic tensioner.
This oil gallery is plugged by M9 tapered plug from bottom side.

Oil supply to turbo charger is from opening in exhaust side main oil gallery.

Dismantling & overhauling of the Engine.

Comprise of 5 steps:

Removal of the engine

Dismantling.

Inspection

Assembly

Testing

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Removal of the engine from the vehicle –

Disconnect the battery cables & remove the

battery.

Remove the bonnet.

Remove the radiator drain cock. Collect the

coolant -if the coolant is clean it so that it can
be reused.

Remove the electrical connections of:

ƒ Oil pressure sensor
ƒ Water temperature sensor.
ƒ Starter motor
ƒ All sensors ( HFM,ISS,Phase)
ƒ Connection to Injectors , Modualtors.

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Remove the air cleaner assembly.

Remove the hose connection from the
Turbocharger end TC to intercooler.

Remove the exhaust pipe at the Turbocharger

outlet elbow.

Remove the oil filter using the MST 545

Remove the Turbocharger mounting bolts and

Ì
remove the Turbocharger.

! It is recommended to remove the

Turbocharger before the removal in order
to avoid any accidental damage to it while
removing.

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Remove the oil evaporator system.

Remove the starter motor.

Remove the fuel lines from filter to High

Pressure Pump & return to fuel tank.

Remove hoses connecting the water pump to

radiator.

Remove the hose connected from the water

pump to heater and also the heater return line.

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Remove the fan shroud.

Remove the radiator.

Remove the power steering connection hoses

from the power steering pump.

Remove the pipes connecting from AC

compressor suction and discharge lines.
Remove the vacuum hose from the vacuum
pump in alternator to booster.

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Drain the oil from the sump.
Attach lifting device.
Remove the front insulators mounting bolts,
Remove the gearbox mounting Allen screws.
Pull out and lift the engine from the engine
compartment.

Dismantling --

After removing the engine from the vehicle

mount it on the engine stand.

Remove the rocker cover

Remove the High-pressure pipes.

Remove the leak off pipe.

Loosen the Viscous Fan Drives nut.
Loosen the water pump nut.
Note that the threads are anticlockwise
threads. Hence to loosen then the direction
of rotation has to be clockwise when viewed
from front

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Loosen the tensioner bolt first. Loosen the belt
tension with the bolt on bracket.

Remove the accessory belt.

While assembly take care that main drive

pulley is assembled correctly.

It should be noticed that the main drive pulley

can be assembled in either direction, however
the front end is identified by holes drilled for
balancing (this are not thorough holes). If
assembled wrongly it will cause misalignment
by 5to 6 mm

Remove the pipe from the oil cooler to the

water pump.

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Remove the water pump.

Remove the pipe oil cooler to the block.

Remove the oil cooler.

Remove the accessory like power steering

pump. AC pump and the alternator.

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Remove the injectors.

Bring the first cylinder into compression.

Confirm using the MST

Remove the front cover on the timing cover.

Ensure that the “O” rings on the front cover is

Ì
!
kept securely so that it can be reused if not
damaged while reassembly.

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Remove the HPP mounting nut

Using the pusher remove the High Pressure

Pump.

Rotate the engine to align three holes of FIP

sprocket with three tapped hole provided on
crank case for mounting threaded pins of FIP
removal tool.

FIT the three nos.-threaded pins (on crankcase

through HPP sprocket holes and tightened
with 17-mm spanner.

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Insert three slotted pins in the other three
holes of HPP sprocket and rest against
crankcase face

Now slide pins in the slot so that bottom

portion of slot will butt against the back face
of sprocket when HPP shaft is pushed away
from sprocket.

Remove the three nuts used for mounting the

HPP flange on the crankcase

Remove the HPP sprocket-mounting Nut

Assemble the Flange of MST with help three

M8 bolts on the face of three threaded pins.

Now assemble the M 16 threaded on the

flange. Rotate the threaded bolt with 24mm
spanner so that FIP is pushed out from the
sprocket.

Please hold the HPP with hand while pushing

out from sprocket.

Do not remove all the pins i.e. detail no. 2 & 5

till HPP is reassembled on the sprocket.

(If the MST is removed while the FIP is not

in place then chance of sprocket getting
bent and later the chain failure is high.)

Remove rocker cover

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Remove the rocker shaft assembly

Remove the cylinder head mounting bolts.

Remove the cylinder head along with the inlet

and exhaust manifold.

Rotate the engine.

Remove the oil sump.

Remove the oil pump along with the suction.

Ensure that the oil sump gasket is removed. It will help in locating all ladder
frame mounting bolts
Rotate the engine by 90 degree.
Remove the oil jets along with the gasket.

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Remove the connecting rod caps and take out

the pistons.

Rotate the engine by 90 degree.

Remove the dampener pulley

Remove the tensioner pulley

Remove the timing cover.

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Remove the idler gear after removing the 3
bolts.
Remove the camshaft’s main bolt and the 2-
thrust plate locking bolts.
Remove the camshaft.

Lock the flywheel using the MST 252 and

loosen the flywheel mounting bolts

Remove the flywheel.

Remove the rear end oil seal with the retainer.

Remove the main bearing bolts.

Remove the bearing caps along with bearing

shell halves.

Remove the crankshaft.

Remove the bearing shells & thrust washers.

Rotate the engine.

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Remove the cylinder liners using the MST

Remove the tappets by reversing the engine.

Inspection:

All the components should be inspected for wear. Any components, which are beyond
the wear limits, have to be replaced.

Over & above the wear limits: The following points also need to be ensured.

Piston: Check for scuffing/scoring on the skirt. A hard thick layer of carbon lacquer
on top land is acceptable. (If the thick layer is present on the piston check that the
liner does not have scuffing)

However scuffing of the top land and skirt giving indication of overheating which is
not acceptable.

Liner: Any scoring on the liner is not acceptable.

Crankshaft: Check for scoring on the main as well as connecting rod journal. If
scoring is nominal and will not the increase the oil clearance then the crankshaft can
be used in, as it is condition.

However if it is unacceptable then the journal has to be ground up to service limits

only.

Any deep groove in the rear end oil seal seating area is unacceptable. It will result in
oil leaks.

Valve: If valve tip is worn out/ ridged then not acceptable

Main bearing and connecting rod bearing. - If the scoring is nominal and oil
clearance is not affected, then it can be reused. However if flaking /peeling of the
bimetal in any particular zone only is present then use new shell. Look for foreign
particle embedded, deep scratches.

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Dampener pulley rubber bonding- inspect for any gap between the rubber ring and
the outer/inner ring. Cracks on ring. Any deep groove in the front oil seal seating area
is unacceptable. It will lead to leakage’s.

If any deterioration of rubber or gap noticed between the ring and the rubber replace
the dampener pulley.

It is suggested that the dampener pulley be replaced at every 3,00,000 Kms.

Caution:

While measuring the inner diameter of the connecting rod big end and main
journal please take the measurements after torque tightening only. For
measurement purpose the torque should be 85±8 Nm. Do not reuse this bolt

If line boring of the crankshaft’s journal in the block is done to rectify any
ovality. Then please ensure that the material from block half is not removed. In
absence of taking this precaution the piston will move up. It will change the
compression, influencing the performance. In the worst case the valves can hit
the piston.

Assembly
The assembly sequence is the reverse of the dismantling procedure.
To obtain a good life of the rebuilt unit absolute cleanliness of the parts is taken as a
prerequisite and also the fact that all the parts have been inspected.

The additional points which are mentioned are necessary to give you the engine life
same as the original engine.

Bolts: The following bolts are recommend to be replace every time they are opened-if
the Maximum length exceeds the specification. However the connecting rod bolt has
to be changed every time without exception.

The bolts have to be tightened by base torque then 2 stage angular torque. The angular
torque’s ensures that the bolts are torqued up to yield point. And the 2 stage ensures
that the clamping load for each bolt is within a very close tolerance.

Cylinder head bolts- 10 no Maximum length 136.6/135.4 mm

Main Bearing Bolts- 10 no Maximum length 90.6/89.4mm Connecting rod
bolts- 8 no Replace everytime
Flywheel bolts- 6no Maximum length 29.58/30.42 mm

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Cylinder block – Top face. Ensure that the tapping for the cylinder head bolt as well
as the crankshaft’s main journal is fine. Ensure that no water or oil after cleaning is in
the bolt holes (esp. the cylinder heads.). If found please remove them, if necessary
using cotton cloth (not cotton waste).

If the oil /water is not removed then it is possible that while tightening the bolt. It may
not allow complete tightening of the bolts and one will get a false reading.

Cylinder head gasket:

It is a multi layer steel gasket type. Do not use any oil or shellac on the cylinder head
gasket or on the block face or the cylinder head face. The gasket has to be fitted dry.

The gasket can be assembled any face up or down. However it is suggested that the
face with the numbers should be facing up.

Piston & Rings:

While fitting the piston rings ensure that the rings end gap are staggered in 120°.
The first ring end gap should not be on the thrust axis but the minor axis i.e. on the
gudgeon pin axis. Please note that the first ring is keystone shaped hence the top mark
has to face up. The 2nd ring is taper faced. The face, which should be on the top, has to
be facing up. The 3rd ring is the conformable type oil ring. It can be assembled either
way.

While assembling the piston on to the liner- apply clean oil liberally on the liner
surface.

Bearing shells:

Before fitting the bearing shell ensure that the parent bore of the block/connecting rod
are clean.

Wipe with a clean cloth the back end of shells before assembling on to the block or
connecting rod.
Ensure that the bearing shells are located properly in the notches.

Oil seals:

Ensure that
9 All the oil seals are fitted using the dolly MST.
9 Always ensure that the lip is coated with grease before fitment.

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9 Apply engine oil on the outside diameter of seal. The receiving bore should be free
of burrs, dent.
Oil pump

The oil pump for chain drives engine is identified by phosphating on cover plate.
CAUTION. Oil pump of chain drive engine & gear drive engine are dimensionally
similar but are not interchangeable due to difference in crack opening pressure of
pressure relief valve.

Testing
After the engine is reassembled in the engine stand. It is recommended that:

The engine is assembled back to the vehicle. All the connections are made.

9 Start the engine

9 Run at idle for 5 minute. Observe for leaks.
9 Drive the vehicle at 50% of the maximum speed in each gear for about 10 to 30
Km each (Aprox.)
9 Hand over the vehicle to customer to drive with speed limitation for 2000 Kms.
9 After 5000 Kms. Readjust the fan belt and tappet clearance. Change the engine oil.

DO NOT RUN THE ENGINE WITHOUT LOAD FOR HOURS FOR

BEDDING IN. THIS PROCESS ONLY HARMS THE ENGINE.

RUNNING THE ENGINE WITHOUT LOAD CAUSE RING FLUTTERING

AND DAMAGE TO RINGS AS WELL AS LINERS.
RUNNING THE ENGINE AT IDLE FOR PROLONGED TIME HAS SERIOUS
CONSEQUENCES ON MAJOR ENGINE COMPONENTS

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Specifications & Wear Data –

Figure Description Value

Bore 94 mm

Stroke 94 mm

Power- Max 115 BHP @ 3800

Torque-Max 283 Nm@1800

Firing Order 1-3-4-2

Direction of rotation Clockwise from fan side

Compression Pressure Standard Service Limit

30 bar

Permissible variation of
compression pressure
between cylinders .

Piston Re-entrant Bowl

Piston Pin Full floating. Surface

hardened & ground.

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Figure Description Value
Oil grade & Quantity API grade CH4
Viscosity Index 15W40
6 liters
Maximile Supreme
Cylinder liner Replaceable wet type Cast
Iron

Tappet clearance
Inlet 0.45 mm
Exhaust 0.45 mm

Inlet valve
OPENS 4°BTDC
CLOSES 12°ABDC
Exhaust Valve
OPENS 31°BBDC
CLOSES 2°ATDC

Oil pump shaft Standard Service Limit

13.984/13.966 13.956

Oil pump shaft Bush Standard Service Limit

14.000/14.018 14.038

Oil filter bypass opening 0.8 bar

pressure
Relief valve opening 2.5/3.5 bar
pressure ( for gear drive
engines only)
Oil pressure at
Idle ( 60∼80°C) 2.5 bar
Max speed( 60∼80°C)

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Figure Description Value
Piston ring to groove Standard Service Limit
clearance
1st ring 0.11/0.15 0.25
2nd ring 0.05/0.09 0.15
3rd ring 0.04/0.072 0.15

Piston ring end gaps Standard Service Limit

1st ring 0.33/0.55 0.9

2nd ring 0.8/1.05 1.5
3rd ring 0.25/0.55 0.9
Gudgeon pin O.D φ 32/31.994

Connecting rod – Small Standard

end bush I.D φ in 32.041/32.025
assembled condition
Gudgeon pin to Standard Service Limit
connecting rod small 0.047/0.025 0.05
end bush clearance.
Gudgeon pin to piston Standard Service Limit
pin hole clearance 0.017/0.004 0.03

Piston weights grading

A 836-840 gm
B 841-845 gm
C 846-850 gm
D 851-855 gm
E 856-860 gm
Connecting rod grading
as per weights
F ≥ 1260
G ≥1265
H ≥1270
I ≥1275
J ≥1280
K ≥1285
L
≥1290

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M ≥1295
N ≥1300
O ≥1305
P ≥1310
R ≥1315
S ≥1320
T
≥1325 to 1330
U
Recommended for
M i.e. 1295 to 1300 gms
service replacement
Figure Description Value
Connecting rod bend or 0.05 in 50mm length.
twist
Connecting rod end play Standard Service Limit
0.1/0.3 0.5

Crankshaft end play Standard Service Limit

0.10/0.37 0.5

Camshaft end play Standard Service Limit

01/0.3 0.4

Liner projection from 0.02/0.09

crankcase top surface
X Axis- Along C/s Standard Limit
Y Axis- Perpendicular
to cranks shaft φ ID 94.022/94.04
A- 25 mm
X axis B- -86.6 mm Roundness ≤ 0.05
C- 113 mm
D- 163 mm Cylindricty ≤ 0.05
Roundness/Ovality-
Difference in X & Y
plane at any pt.
Cylindricity/Taper -
Difference in same plane
x/y at any point

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Figure Description Value
Crankcase top surface Standard Service Limit
distortion 0.07 0.1

Cylinder head bottom Standard Service Limit

face distortion 0.05 0.1

Height of cylinder head Standard Service Limit

from top to bottom face 97.7/98.3 97.4

Rocker lever bush I.D ( 22.0

in pressed condition)

∅ Rocker shaft O.D 21.98/21.980

Rocker to shaft Standard Service Limit

clearance 0.02/0.06 0.2

Push rod bent Standard Service Limit

≤ 0.25 0.4

Valve spring Standard Service Limit

Free Length 53.6 50.6
Squareness 0.15 0.2
Installed Load/Installed 381.5N/43 mm 347 N
length
Valve seat angle 44°45′ to 45°

Valve stem O.D

Inlet 6.95/7.10
Exhaust 6.95/7.10

Valve to Valve guide

clearance

Inlet 0.03/0.07
Exhaust 0.05/0.09

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Figure Description Value
Thickness of the valve Standard Service Limit
head
2.0 1.5

Chain Duplex bush type

98 Links, Endless & Riveted.

Crank Sprocket 38 Teeth

Idler Sprocket 22 Teeth
28 Teeth
HPP Sprocket
Difference between Cam Standard Service Limit
height & base circle
diameter

Inlet 6.0796 5.5796

Exhaust 6.9076 6.4076
Camshaft Bush I.Dφ 49.025/49.0

Camshaft Journal O.D 48.98/48.95

Camshaft bush to cam Standard Service Limit

journal clearance 0.02/0.075 0.1

Camshaft bend ≤ 0.01

I.D of tappet hole in 24.48

crankcase

Tappet to tappet hole Standard Service Limit

clearance 0.02/0.075 0.15

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Figure Description Value

Crankshaft pin Standard Service Limit
∅ OD 53.0/52.981
Roundness/Ovality ≤ 0.01 0.03
Cylindricity/Taper ≤ 0.012 0.03

Main Bearing oil Standard Service Limit

clearance 0.016/0.074 0.1

Undersize of the c/s Dimensions of the crankpin.

crank pin ∅ OD
0.25mm US 52.75/52.731
0.50 mm US 52.50/52.481
0.75 mm US 52.25/52.231
Crankshaft journal Standard Service Limit
∅ OD 59.0/58.981
Roundness/ Ovality ≤ 0.005 0.03
Cylindricity/ Taper ≤ 0.008 0.02

Undersize of the c/s Dimensions of the journal

journal pin ∅ OD
0.25mm US 58.75/58.371
0.50 mm US 58.50/58.481
0.75 mm US 58.25/58.231

Crankshaft bend Standard Service Limit

Ì
≤ 0.025 0.06
! CAUTION FILLETS ARE HARDENED.
DO NOT ATTEMPT TO
STRAIGTEN
Crankshaft fillet radius Standard Service Limits
3.0/3.5

Crankshaft Hardness 50 HRC

Minimum

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Connecting rod Bearing Standard Service Limit
oil clearance 0.016/0.040 0.070

Figure Description Value

The Maximum length of
bolts after which they
can not be used

Cylinder head bolts 136.6/135.4 mm

Main Bearing Bolts 90.6/89.4mm
Connecting rod Replace everytime
Flywheel bolts length 29.58/30.42 mm

Thermostat
Starts opening at 80~84°C
Fully opens at 96°C
Lift mm

Water pump pulley 1.25

ratio

Flywheel 35±0.13
Width from Mounting
face to clutch face

Flywheel Standard Service Limit

Flatness ≤ 0.05 0.1
Runout ≤ 0.05 0.1

Lubricants & Sealants

Mahindra Maximile Supreme

Or any other engine oil conforming to API grade CH4 or above and a viscosity
Index of 15W 40.
If any oil conforming to CG4 grade is used then the oil change interval is 7000
Kilometers. Oils of MIL 2104 C or below are not acceptable

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RTV silicone sealant- RHODOSEAL. Part number 0024532 to be used:
ƒ Between Rear oil seal retainer & Block
ƒ Between ladder frame & block

All other places Loctite 547. Part number 0084337 are used.

Hard gaskets are used only at: -

9 Cylinder head Gasket.
9 Turbocharger to Exhaust manifold mounting.
9 Exhaust manifold to cylinder head.
9 Exhaust manifold to EGR pipe
9 EGR pipe to elbow.
Rust cleaning solution (For the Turbocharger mounting nuts):

Brand Name: WD-40---

Manufacturer- WD-40 COMPANY
MARKETEDBY—Hardcastle & Waud Manufacturing Co. Ltd.
Brabourne Stadium,
87, Veer Nariman Road
MUMBAI-20.

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Tightening Torque’s --

Description Torque Value

Bolt - Cylinder head 90Nm+ 60°+ 60° ( 66.4 Lbft+60°+ 60°)
Connecting rod cap Mounting bolts 45 Nm+ 90° ( 33 Lbft +90°)
Main Bearing cap 168±17 Nm ( 123 ±12.5 Lbft)
Flywheel 90 Nm + 60° ( 66 Lbft+ 60°)
Cranks shaft pulley 90 Nm + 90°+ 90°
(apply oil on bolt before tightening)
Cam sprocket mounting bolts 135 ± 10 Nm
HPP Mounting Nut 30 ± 3 Nm
Idler Shaft Mounting Bolts
M8 X 1.25 25 ± 3 Nm
M7 X 1.00 15 ± 3 Nm
HPP sprocket lock nut 70 ± 5 Nm
Camshaft thrust Plate mounting Bolts 25 ± 3 Nm ( 18.4 ± 2.2 Lbft)
Viscous Fan clutch nut 45 ± 5 Nm
Injector holding clamping bolts 25 ± 3 Nm ( 18.4 ± 2.2 Lbft)
Front cover on crankcase 25 ± 3 Nm ( 18.4 ± 2.2 Lbft)
Oil jet Assembly bolt 10 ± 1 Nm
M6
Alternator Bracket bolts on Cylinder 40 ± 5 Nm
head
Alternator brace bolt on alternator 32.5 ± 2.5 Nm
bracket
High Pressure Pipe – HPP to Rail 20±2 Nm
High Pressure Pipe to Injector 27 ± 2 Nm
High Pressure Pipe to rail 35 Nm
Rail mounting on intake manifold 22.5 ± 2.5 Nm
Phase Sensor Mounting on Ft. cover 8 ± 0.5 Nm
Damper Pulley Mounting Bolt 90 Nm +90°+ 90°
Chain Guide (Cam shaft to HPP) 14 ± 1 Nm
Mounting Bolts
Chain Guide (HPP to Idler Sprocket)
Mounting Bolts

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Special Tools --

Description / Part No. / Sketch Usage View

Piston Ring Compressor
MST 262

Holder Assembly for rear oil seal installer

MST 264

Rear Oil Seal Installer

MST 265

Flywheel Lock
MST 271

Lock Pin for Chain Tensioner

MST 273

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Description / Part No. / Sketch Usage View

Special Spanner for Nut - Engine
Mounting -- MST – 542

Extractor Flywheel Bearing

MST – 543

Drift Flywheel Bearing

MST – 544

Wrench Oil Filter Remover

MST – 545

Cylinder Head Bolt Deep Socket

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MST 588

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Air Intake System-CRDe

Contents

Description

Trouble Shooting

Care of the System

In Car Repairs

Working Principle, Inspection & Fitment procedures of the Turbocharger

Specification

Tightening Torque’s

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Description

The air is sucked through a foam air cleaner. The air enters the air cleaner housing at
the bottom and leaves at the top.

The air cleaner is made up of 5 different layers of foam. Each layer is having different
cleaning efficiency.

After filtration the air goes to the turbocharger.

A HFM sensor is attached to the outlet of the air cleaner. The air to the
turbocharger has to go through the HFM. The HFM measures the air mass going to
the engine. The quantity of the air going is used to compute the fuelling.

After the HFM and before turbocharger there is mechanical or electrical service
indicator. In case of electrical service indicator, signal of choked air cleaner goes to
the instrument cluster. In case of mechanical one, red band appears in choked
condition.

The waste gated turbocharger controls the boost to 1.6. The compressed air is
cooled by the charge intercooler, which is mounted just below the radiator. The
cooled air enters the inlet manifolds. It enters the Cast iron cylinder head through
the inlet valves having a 45-degree angle.

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Trouble Shooting
Symptom Causes Remedial action
Engine will not start & Air intake obstructed 9 Check whether service
emit black smoke indicator light glows or red
band appears and replace
element if light is on /red
band appears.
9 . Refer to the care of the
system also
9 Check for free operation of
Turbocharger
Engine does not give 1. Air intake 9 Replace element.
full power. restricted. 9 Plug the leaks, replace hose
2. Air leaks in system or clip if required.
after turbocharger 9 Replace the hose or tighten
3. Air leak in pipe – 9 Correct the control valve &
manifold to FIP find the cause
4. Boost pressure 9 Check the pipe, washer &
control valve stuck rectify.
in pen condition. 9 Get the Turbocharger
5. Boost pressure repaired at authorized TEL
pipe/hose assembly dealer.
damaged
6. Turbocharger
damaged.

Black smoke. 1. Air intake 9 Check for hoses, replace

restricted. element.
2. Air leaks. 9 Check for leaks between
Turbocharger & inlet
manifold
9 Remove restriction or
replace parts.

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Symptom Causes Remedial action
Excessive oil 1. Clogged air filter 9 Replace element.
consumption element. 9 Locate & remove
2. Restriction in air restriction.
intake to 9 Locate the leaks, change
compressor duct. hose or clamp if required.
3. Air leak between 9 Remove the restriction in
the Turbocharger to the drainpipe.
intake manifold. 9 Check the crankcase
4. Restrictions in ventilation & rectify.
turbocharger drain 9 Change oil, filter, service
line. the Turbocharger & use
5. Restriction in recommended oils & drain
crankcase breather. intervals. Follow the
6. Thick oil/sludge or recommended procedure
coke in the while shutting down.
turbocharger’s 9 Repair Turbocharger.
central housing
7. Turbocharger
damaged.
Whining noise clearly 1. Indication of air 9 Tighten the clamps at the
audible after 2000 leak esp. in intercooler inlet and outlet.
RPM between: 9 Tighten the clamps at the
Turbocharger to Turbocharger inlet & outlet.
inlet manifold. 9 Check the hoses for leak
9 Check & replace the pipe to
and from intercooler.

Care of the System

The air cleaner element should be replaced every 40,000 km or If service indicator
light glows under normal driving conditions.

Under extremely dusty conditions replace earlier than above.

It should be noted that if the engine is run with clogged air cleaner, then it will lead
to seepage of oil from turbocharger into the air intake system.
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Ensure that the recommended engine oil only is used and the specified drain
intervals are maintained.

To achieve an optimum cooling of the compressed air it is vital that the vehicle’s
number plate position is not changed and/ or an oversize number plate does not
block the aperture for the air draft for the intercooler.

The Turbocharger & boost control valve does not require any special maintenance.
However check the boost pressure pipe for proper fitment (connection from
compressor to boost valve). Damage, cracks, chips at ends, etc.

Check the operation of the waste gate valve by blowing compressed air with 2.0
bar in the valve hose. The valve should open, pressing the turbocharger stem and
opening the exhaust valve (flap valve)

Check the oil separator system, in particular for any leak in vacuum leak. As any
vacuum leak will lead to a high-pressure build up and then it will go through the
intake system and give a signal of high blow by or be confused with compressor oil
leak.
Do not attempt to disturb length of the waste gate controlling actuator rod.

If the Turbocharger is removed, please do not lift the turbocharger using the
actuator rod as a lifting handle.

In Car Repairs

Air cleaner Removal

Cleaning the element.

Turbocharger removal & Refitment.

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Air cleaner Servicing

To replace the filter element.

1) Remove filter housing completely from engine compartment. Remove Mass

Flow Sensor
2) Ensure that filter housing is completely clean by blowing compressed air
(<30psi) inside filter housing

3) Ensure that the bottom grate is in position and not loose or shaking before
putting the element.

4) Install foam filter pack into housing taking care to ensure that all layers sit
correctly and no layers are folded over and foam fingers projecting out

5) Ensure that all edges of the foam filter pack are sitting properly

6) Ensure that Top Grate is in position and seated properly

7) Assemble top cover and tighten all screws.

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The cleaning of the element is not recommended under any circumstance.

Do not wring the foam.

Do not use if foam is cut, torn or foam layers are separated."

If the air cleaner is cleaned, then after cleaning the element has to be oiled.
If any oil which is available in the market is used. Then there is an issue of oil
carry over to the HFM sensor.

If the HFM sensor is coated with oil then the engine can misfire, and other
complaints. And over and above that the ECU will not be able to detect any
abnormality hence to chance of detecting the problem will be only by error.

Turbocharger removal & Refitment.

Remove the air cleaner assembly

Remove the exhaust pipe from after the
elbow. (Access is only after lifting it on a
two post or in a pit.)

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Remove the air intake hose to turbocharger.

Remove the oil feed pipe and the oil return

pipe.

It is suggested that the all the opening in

the Turbine housing, compressor housing
! and the center housing be covered with
plugs or masking tape.

This is recommended as even a small

particle/ washer if trapped between the
blades & housing can destroy the
turbocharger.
(It is recommended to apply rust cleaning
spray in the nuts before attempting to
remove otherwise the stud will come off.)
Remove the turbocharger mounting 3 nuts.

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Please do not lift the turbocharger using
the actuator rod as a lifting handle.
!
While fitting back the Turbocharger, it is
essential to purge the oil supply line of
! any air.

Working Principle, Inspection & Fitment procedures of the Turbocharger.

The Turbocharger is basically an axial inflow air compressor, which is driven by

an exhaust gas driven turbine.

The exhausts gases coming out of exhaust manifold impinge on the turbine blade
give the drive to turbine shaft. At the other end of the turbine shaft the compressor
is assembled. The whole assembly is supported on a floating bush. The bush gets
an oil supply directly from the engine and has oil film between the shaft and
bearing as well as the bush and the central housing.

The exhaust gases from the Turbine impinge on the turbine blade & rotate the
shaft. The compressor blades at the other end suck the air from the air filter. After
compression the temperature of the compressed air increases thus reducing the air
density. Hence if the air is cooled and then the air density increases thus helping in
getting more power as well as improve emissions. The compressed air is sent to the
intercooler, which is mounted just below the radiator. Hence the incoming ram air
also cools the compressed air and gives it to the intake manifold.
The turbocharger is matched to give an optimum boost for the desired engine speed
band. A waste gate controls the boost. The waste gate is used to bypass the excess
exhaust gas away from the turbine and thus maintain the boost as well as control
the backpressure. A spring-loaded diaphragm controls the waste gate.

A flap valve is installed in the turbine housing just before the turbine blade.
Opening the valve allows the excess gases to bypass the turbine. The flap
movement is controlled by a push rod, which is controlled by a spring-loaded
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diaphragm. At the other end of the diaphragm the compressed air is sensed through
a hose which is connected at a tapping in the compressor housing.

The length of the pushrod, functioning of the diaphragm and the hose connection
are essential for the precise operation of the push rod. Any air leak from the hose
connecting the compressor housing to the waste gate-controlling diaphragm will
also affect the performance of the turbocharger/ engine.

1 Inspection
9 Inspect the suction side (i.e. up to the air cleaner) for oil traces.
In a close crank case ventilation system it is normal to have oil in this area.
These oil particles are carried from blow bye of the engine, which gets
condensed from gas to oil. Look for any undue gumming of oil, hard carbon
particles in this area. If such an observation is present then all the causes for
excess blow symptoms have to be checked and eliminated.

9 Inspect the compressor and turbine blades for any damage caused by foreign
object. The inspection can be done through the compressor housing inlet and
turbine housings outlet.

9 Inspect the blades outer edge and observe if any rubbing marks are noticed on
the housing.

9 Rotate the shaft wheel assembly by hand and check for freeness, and any
binding.
9 Push the shaft to side and rotate to check for wheel rub. It should turn smoothly.

9 Lift both end of shaft up and down at the same time and feel for excessive
journal bearing clearance. If clearance is normal then very little shaft movement
will be detected.

‰ If all the above checks are satisfactory then the turbocharger can be
reused.

♦ If the turbocharger parts are damaged, wheel rubbing marks present, shaft
not rotating freely or binding or excessive journal clearance then the
Turbocharger should be serviced.

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9 Do not attempt to service or overhaul the Turbocharger. It should be done only
at the authorized Turbo Energy Ltd service center. Any attempts to attend
without the use of special tools or procedure can damage to turbocharger or
personnel!

Turbocharger Installation

Do not mishandle, tumbled, dropped or keep any ports

open.
! Do not use the actuator control rod for lifting or carrying.
Do not disturb the setting of the actuator.

1 Check
The inlet connection & outlet exhaust connection to turbocharger for foreign
material, cracks, blockages, sand particles, loose nuts etc. This check should be
done more thoroughly if any damage has been noticed in compressor or turbine
blades. As under normal operating conditions the blades can damaged only if a
foreign object hits them.

Check all the hoses and pipes from turbocharger outlet to inercooler and
intercooler to inlet manifold for crack, aging, leaks. Check the hose clips for proper
functioning. If in doubt – replace.

The oil supply pipe should be checked carbon deposits, crack, distortions etc.
Clean the supply pipe before fitting.

Do not attempt to change the orientation of turbocharger and ensure the correct
gaskets are used.

Do not re use any of metallic gaskets even if they appear to be good. It will lead to
leakage & drop in the performance of the engine.

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Installation

Once a new turbocharger is being installed.

i. Fill fresh clean oil from the oil supplies port and after that gives the shaft few
rotations.
ii. Fit the supply pipe.
iii. Without fitting the drain oil pipe, disconnect the FIP solenoid.
iv. Crank the engine till a steady stream of oil comes out through the drainpipe.
(CAUTION: Do not crank the engine for too long. Excessive cranking will
result in emptying of the pump cavity causing the plunger to run dry.)

This will ensure that the oil supply line to Turbocharger is purged of any air
pocket.

After this fit the return line from turbocharger to sump, taking care to avoid any
kinks.

With engine running condition, check the air, exhaust and oil connections for
leaks.

Specification

Turbocharger Model K 04
Turbocharger specifications K0 4-2075 ECD5.82
Turbocharger supplier Turbo Energy Ltd.
Air velocity between the Air filter 35 M/sec
compressor inlet
Air velocity between the compressor outlet 50 M/Sec (Max)
and the inlet manifold
Maximum static back pressure at 60mbar
downstream of turbine
Oil pressure at upstream of turbocharger 2.5 bar

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Tightening Torque’s

Bolt location Torque in Nm ( Lbft)

Turbocharger Mounting stud/ nut 25±3 ( 18.4±2 )
Inlet manifold 25±3 ( 18.4±2 )
LDA hose on FIP 10 to 15 (7.37 to 11)
LDA hose banjo on FIP 10 to 15 (7.37 to 11)

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Emission Control system – CRUZ 2600

Contents

Description

Trouble Shooting

Care of the System

Checking the System.

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Description

The CRuz engines meet the BS II and BS III emission norms..

Overall, two systems are used.

Exhaust Gas re circulation.

Closed crankcase ventilation

Working Principle of the Exhaust Gas Recirculation

Signal out Vacuum

Temperature
Sensor Modulator
Exhaust Air
Speed Sensor E
(Flywheel)
C
Load Sensor U Engine EGR Valve
Vacuum
(FPM)
Reservoi
Air mass
flow
Intake Air

Alternator
with Vacuum
pump

During acceleration and in higher loads the engine generates high combustion
temperatures. The high combustion temperatures increase the NOx generation. The
higher percentage of NOx generated in the combustion chamber come out through
the tail pipe in the atmosphere.

To reduce the amount of NOx coming through the tail pipe the EGR system adds
exhaust gases into the fresh air that is going into the combustion chamber. Since
the exhaust, gas is already burnt hence when mixed with fresh air acts an inert gas.
The role it does is that it reduces the amount of oxygen available for combustion.

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The net effect is that it reduces the peak combustion temperatures. This results in
lower amount of NOx being generated.

To control the amount/percentage of exhaust gases to be circulated back to the

combustion chamber the ECU, which is already controlling the common rail
functions, is used.

The ECU monitors the air flow, coolant temperature, attitude, engine speed, and
accelerator pedal position. Based on the above parameters the ECU operates a
switch that in turn controls the amount of vacuum going to the EGR valve. The
amount of vacuum applied controls the lift of the EGR valve. The lift of the EGR
valve is sensed. This lift is used as feedback signal to the ECU

The inputs of the engine speed (from the flywheel sensor); Throttle position (from
the potentiometer.) is fed in one map. Another map uses the throttle position and
correlate in terms of the acceleration. The third map uses the water temperature.
Another map uses the input from airflow sensor (HFM), correlates with the load
and decides the amount of EGR opening. The inputs from tall these maps are
added together to give an input to the EGR pressure modulator.

At the same time it has a set point that if the water temperature is less than 25 ° C
or more than 95°C. Then the EGR will not be operated.
The acceleration map ensures that if the rate of acceleration is above a certain level
then the EGR will not operate. This feature allows full engine power to be
available during acceleration (say during overtaking).

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The vacuum connections are shown below.

Reservoir

Pressure
Modulator
Vacuum
pump

Alternator
EGR To air
Valve cleaner

Working principle of Crankcase Ventilation System.

Functional blcok diagram of the Crankcase ventialtion is given below.

Rocker cover

Cylinder head

Block

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The ventilation system is closed ventilation type. A hose connects the ladder frame
assembly to the rocker cover. His hose balances the gas pressure in the rocker
cover and sump.

The oil vapors from the rocker cover go to the oil separator, which is mounted
directly on top of the rocker cover.

Before entering the separator the vapor & oil mixture has to pass through the wire
mesh.

After entering the separator the oil +vapors go through the baffle type labyrinth
separator. The oil, which gets condensed go back to the rocker cover through the
valves provided on the bottom face of the separator.

A spring-loaded diaphragm controls the outlet from the oil separator to the inlet
manifold. The vacuum of the inlet is applied on a spring-loaded diaphragm. (Note
to avoid pressure build up in low speed driving there is a minimum clearance of
0.5 mm)

Certain amount of oil will be carried from the oil separator to the Air inlet hose,
which is normal. However if it is excessive please look for all the causes
mentioned in the high blow bye.

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Trouble Shooting

Symptom Causes Remedial action

Engine does not give 1. Gas leak between 9 Change the gasket or the
full power. EGR pipe joints. hose.
2. EGR pipe leak. 9 Change the pipe.
3. EGR valve improper 9 Check the EGR using the
functioning. blink codes. Proceed
appropriately.
4. Vacuum hose crack, 9 Ensure vacuum
loose, fallen off connections at vacuum
modulator, reservoir, and
alternator.

Noisy engine & high 1. Cylinder head gasket9 Replace the cylinder head
smoke defective. gasket.
9 Lap the valve seats or
2. Worn out or damaged regrind.
valve seats.
3. Leaking injector 9 Tighten the injector
holder. holder.

4. Leakage at EGR 9 Confirm & check

Valve flange face, -Gasket condition
exhaust manifold and - Bolt torque.
EGR pipe end.
Black smoke. 1. EGR valve stuck Check the EGR valve.
open
Excessive oil 1. Cracked vacuum line 9 Check the vacuum line
consumption hoses from the alternator to the
EGR valve (for BSII)-
check for leaks, crack.
Replace cracked hoses.
2. Restriction in 9 Locate & remove
crankcase breather. restriction.
3. Damaged oil 9 Check the crankcase
separator ventilation & rectify.
9 Replace the oil separator
4. Bend/kink in any of 9 Change the vacuum hoses.
the oil return 9 Remove the bend or kinks.
pipe’s/vacuum hoses.
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Care of the System

To meet the emission norms it is essential that the Fuel system, Air intake system
& cooling system be maintained as per the schedule .For details refer to the
particular section

Generally it is not appreciated that if the engine is running below the optimum
temperature (happens when thermostat is removed then tailpipe emissions in
particular the particulate increases (up to 30%). Similarly a wrong grade or poor
quality of fuel increases the emissions. A blocked air cleaner or restriction in
intake system increases the emissions
Oil separator system:
Check the hose connection at every 10,000 Kms for cracks, aging and leaks.

EGR:

On vehicles fitted with EGR system the following additional points check have to
done during scheduled maintenance.

• Check for any exhaust gas leakage through sealing faces, EGR pipe.
Formation of any black soot indicates leakage.

• Check the vacuum hoses for any leaks, cracks.

• Retighten all nuts and bolts as per the recommend torque.

If the pipes are removed then it is essential that while fitting back new gaskets is
used. Do not open the pipe from one end only; it will cause the pipe to twist. If the
EGR pipe has to be removed, then open from both the ends.

The ECU/controller controlling the EGR operation is an electronic device. Hence it

is prone to get damaged if spikes are generated in the system.

It is advised that the following precautions be taken.

♦ If any welding work is being carried out on the vehicle then the battery
terminals are removed.

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♦ Similarly, the practices of shorting the battery to check the battery have to be
avoided. (It can cause a spike.).

♦ The practice of changing battery with a running engine is also not acceptable.
Again, the resultant spike can damage the controller beyond repairs.

EGR Valve

Remove the EGR valve and check it valve-sticking, deposition of carbon etc. If
excess carbon deposits and sticky valve noticed then it should be cleaned with a
suitable solvent, so that the correct valve seat is ensured.

After cleaning the valve blow air from the bottom side of the valve and check for
any leakages.

To check for the functioning of the EGR valve apply vacuum on the vacuum
connection of the EGR valve. The lift of the valve at the required vacuum should
be achieved.

EGR Pipe

Remove the EGR pipe and check for gas leakage, damages etc. Clean the gasket
seating area from any carbon deposits, burrs etc. Spray WD 40 rust cleaning spray
on the nut.

To check the pipe for any leakage’s, close one end of flange and from other end
blow air at two bars. Dip the pipe in water and observe if any leakage is observed.
If any leaks are observed then the pipe has to be replaced. Do not attempt to weld/
seal the leakage joint

EGR Solenoid switch

The solenoid switch does not require any maintenance. For any damage replace the
component.

EGR ECU:

The EGR is controlled by the ECU controlling the Common rail.

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However, like any ECU care has to be taken that if any welding work is being
carried out on the vehicle then the battery terminals are removed.

Similarly, the practices of shorting the battery to check the battery have to be
avoided. (It can cause a spike.). The practice of changing battery with a running
engine is also not acceptable. Again, the resultant spike can damage the controller
beyond repairs

Checking the System.

EGR System
The EGR system functioning can be checked only when we use the diagnostic
equipment- ‘Insight’.

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Fuel System- CRDe

Contents

‰ Description

‰ Trouble Shooting

‰ Care of the System

‰ In Car Repairs

‰ Dismantling ,Inspection & overhaul of the Fuel Injection Equipment.

‰ Specification

‰ Tightening Torque’s

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Description

The fuel system can be divided into following subgroups.

ƒ Fuel filling.
ƒ Fuel supply from tank to High Pressure pump .
ƒ High Pressure Pump & injectors including the High pressure pipes.
ƒ Return line from High Pressure Pump to tank

The fuel is filled from the opening provided at rear left. The fuel cap is ventilated
and threaded type. The cap is locked in place when further turning action result in
clicking of the ratchet. the fuel tank lid is electrically operated . The switch is fitted
on the centre bezel .
While filling the tank, the air entrapped inside is vented by the vent tube, which is
connected at the mouth of the inlet pipe. The venting is done from the highest point
in the fuel tank. The fuel tank has a capacity of 58 liters.

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During operation the fuel pump due to the vacuum created by the internal feed
pump the fuel is sucked through the filter, to the high pressure pump.
The high pressure pump, pressurizes, & supplies the fuel to the common rail . The
fuel then comes to the injectors.
The fuel back leak from injectors and return from HPP comes through return line.

The entire length of the fuel tank is protected at the bottom by a stoneguard.
For the detailed understanding of the Common rail system, please refer the
Common Rail System ( CR System) explained seprately.

Trouble Shooting

Symptom Causes Remedial action

Engine will not start & 1. Clogged fuel filter/ 9 Change fuel filter
emit black smoke fuel lines 9 Check fuel supply line.

2. Defective injectors 9 Refer diagnostic manual

Noisy engine & black 1. Injector coking. 9 Clean external coking

smoke. 2. CR System 9 Refer the diagnostic
manual
9
Engine speed falls off. 1. Clogged fuel filter/ 9 Change fuel filter
fuel lines 9 Check fuel supply line.
2. 9 Refer diagnostic manual.
Engine does not give 1. Clogged fuel filter/ 9 Change fuel filter
full power. fuel lines 9 Check fuel supply line.
2. Defective injectors. 9 Replace filters.
3. 9 Locate the kink/block in
return pipe and rectify.
9 Refer diagnostic manual

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Symptom Causes Remedial action

Black smoke. 1. Defective injectors 9 Check injectors.
2. CR system 9 Refer diagnostic.

Engine will not start 1. Weak battery 9 Check the battery specific
2. Corroded or loose gravity.
battery connection 9 Clean & tighten battery
3. Faulty starter. connections.
4. CR system 9 Repair starter.
9 Refer diagnostic manual.

Care of the System

The fuel injection system depends on supply of clean diesel fuel for the proper
functioning of the fuel system.

To ensure that High Pressure Pump receives clean fuel all the times it is advisable
that the fuel filter is replaced at the specified intervals.

The fuel filter should be changed at 20,000 Kms. If the operating conditions are
poor then reduce the change interval. The fuel filter is equipped with water
seprator. If the water level indication comes on in the instrument panel, then the
water should be immediately drained.

It should be understood that when the filters get choked then the filtering efficiency
that is the size of particle they are able to stop improves. However, if it gets fully
choked then the flow of the fuel is very less and inadequate at higher speed. Hence
if only one filter is changed at a time then the fuel flow is also adequate and
maintains a higher filtering efficiency. The working clearance of the FIP
components are in order of few microns, hence the importance of the above
procedure is high.

The internal components of the High Pressure Pump depend on the lubricating
properties of diesel for lubricating them. Hence, if water is present in the fuel then
lubrication between the component break down and there is seizure.

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Automotive Sector

In Car Repairs

The In Car repairs which can be carried out are:

Removal & Replacement of the fuel filers.

Draining the water from the fuel filters.

Removal & refitting injectors.

Idling setting.

Removal & refitting the FIP.

Removal & replacement of the accelerator cable.

Removal of the fuel tank.

Removal & Replacement of the fuel filers.

Loosen the filter-mounting bolt.

Remove the filter
While fitting back, fit the filter with a new
O ring.

For bleeding the system, loosen the vent

nipple in the filter and use the hand
primer.

Ensure that the Igniation is ON when

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CRUZ2600 - March 06
Automotive Sector

bleeding. Other wise bleeding can not be

achieved.

Draining the water from the fuel filters.

Looesen the drain plug ( along with the

indicator wires).

Drain the water.

Tighten the drain bolt and then the filter

mounting bolt

Removal & refitting injectors.

Loosen the high-pressure pipes from both

the common rail end & injectors.

Avoid loosening only at one end as it can

cause strain in the pipes, while removing
the injectors
Remove the leak off pipe.

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Automotive Sector

Remove the injector clamps.

Remove the injectors.

While refitting, the injectors use a new

washer between the injector & cylinder
head.(Thickness of washer should be
3mm)

Avoid using two-injector washer.

Normally it tends to happen if the older
washer is not removed and has got stuck to
cylinder head.

It will change the injector tip height to

change and affect combustion.

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CRUZ2600 - March 06
Automotive Sector

Removal & refitting the FIP.

Remove tappet cover.

Bring the 1st cylinder in compression.

(To confirm the first cylinder TDC position

remove the 1st cylinder injector, insert the
MST and the dial gauge. Check by the dial
if the piston is in TDC)

Remove the VFD assembly along with the

fan blade assembly.

Remove the fan belt.

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Automotive Sector

Remove the injector pipes.

Remove the front cover in the timing cover.

Loosen & remove the High Pressure Pump

locking nut.

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Automotive Sector

Remove the High Pressure Pump using the

pusher.

Removal of the fuel tank.

Disconnect the fuel tank supply hose and

the vent hose.

Disconnect the fuel supply and return

hoses

Disconnect the fuel gauges, tank unit

electrical connection.

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Automotive Sector

Remove the skid plate.

Remove the mounting 5 no bolts.

Lower the fuel tank on to the transmission

jack
The assembly procedure is the reverse of
this.

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Automotive Sector

Dismantling, Inspection & overhaul of the Fuel Injection Equipment –

The HPP is non - servicabale.

Specification

Bosch CRS 2.2

HPP Type : CP1H
ECU :EDC 16C

Tightening Torque’s

High pressure pipe pump to Rail 20 ± 2 Nm

High pressure pipe to Rail 35 Nm
High Pressure Pipe to injector 27±2 Nm

Injector holder clamping 25±3 Nm

Rail mounting on intake manifold 22.5±2.5 Nm

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CRUZ2600 - March 06
1Common Rail system
The CRS is briefly given in the schematic sketch:

While trying to explain it in block diagrams it is represented by:

The common rail system can be divided into the following subsytem:

¾ Low pressure hydrualic system.

¾ High pressure hydrualic system.
¾ Input sensors.
¾ ECU
¾ Actuators.

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SENSOR INPUT ACTUATOR OUTPUT

FUEL INJECTOR
• ENGINE SPEED
• MASS AIR FLOW
• MANIFOLD AIR ENGINE MAP
TEMP EGR
• RAIL PRESSURE
• CAM PHASE
PUMP METERING
SENSOR
E TEMPERATURE
• ACCL. PEDAL
SENSOR
• CRUISE
C GAUGE

CONTROL SWITCH
• COOLANT
TEMPERATURE
• VEHICLE SPEED
U TACHOMETER

GLOW PLUG
• BRAKE PEDAL RELAY
POSITION DIAGNOSTIC
EXECUTIVE/ (in Export)
• CLUTCH PEDAL
POSITION FAULT
• DIESEL ENGINE CHECK
TEMPERATURE LAMP
• A/C REQUEST
SWITCH

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System Block

1. Sensors/Systems & setpoint generators. Used for registration of the operating

conditions & the desired values. These convert a variety of physical parameters
into electrical signals.
2. ECU for generating the output signal by processing the information using specified
arthimetric operations ( control algorithms)
3. Actuators to control the output signal into mechanical parameters.

1.The Sensors in the system are:

Crankshaft speed sensor / Incremental speed sensor (ISS)
Cam Phase sensor / Segment Speed sensor
HFM Sensor
Coolant temperature sensor
Fuel temperature sensor
Clutch pedal position sensor
Brake position sensor
AC Request sensor.
Accelerator pedal position sensor.

3. The actuators are

Injector (injector solenoid)
EGR
High Pressure Pump – inlet metering (MPROP)
Temperature Gauge
Tachometer
Glowplug (where applicable)
Engine check lamp

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Crankshaft speed sensor:

Location: On the clutch housing.

Function: The piston position in the combustion chamber is decisive in defining the
start of the injection. All the engine pistons are connected to the crankshaft by con
rods. A sensor on the crankshaft thus provides information on the position of all the
pistons. The rotational speed defines the crankshaft RPM.

This important input variable is calculated in the ECU using the signal from the
inductive crankshaft speed sensor

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Signal Generation

A 60 teeth ferromagnetic trigger wheel is attached to crankshaft. Out of the 60 teeth, 2

are missing, so there are 58 teeth. This large gap is allocated to a defined crankshaft
position for the cylinder 1.

The crankshaft speed sensor registers the trigger wheels tooth sequence. It comprises a
permanent magnet and a soft- iron core with a copper winding.

The magnetic flux in the sensor changes as the teeth and gaps pass by, and a
sinusoidal AC voltage is generated, the amplitude of which increases sharply in
response to higher engine speeds. Adequate amplitude is already available from
speeds as low as 50 min⎯ 1

Calculation of the engine speed

The angular relationship between the piston is such that two rotations (720 °
Pass before the start of each new working cylinder. So the angular ignition spacing is
= 720 °/4 = 180 °

In other words the CSS scans 30 teeth between two ignitions. The period of time
requires is known as segment time and the mean of the crankshaft speed in the
segment time is the engine speed.

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Do’s & Don’ts for the Engine Speed Sensor

Do’s
9 Rotational speed sensor must be removed from its packing just prior to installation
in the vehicle.
9 Sensor to be mounted by pushing it into place.
9 The first support of wire after connection: Max 250 mm. It should be on the sensor
carrier.
9 Replace damaged O-Ring.
9 Clean and grease O-Ring prior to installation with mineral oil-based grease.
9 Fix with only partially self-sealing cylindrical screw M6X12.
9 Tightening Torque specification should be 8 ± 2 Nm.
9 Storage temperature : -20ºC to 50ºC.

Don’ts
 Don’t allow the sensor to fall down.
 Do not hammer the sensor while fitting.
 Do not bend sensor wire with radius less than R = 50 mm.
 The angle between sensor exit and first support of the wire should not be more than
90º.
 Do not short circuit the connector pins while the sensor is functioning.
 Sensor should not be kept near Hot medium or objects with Temp > 120 ºC.
 Sensor should not be kept near any strong Magnetic Materials.
 None of the application guidelines should be deviated (Air gap etc).

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Cam Phase sensor/ Camshaft speed sensor
Location: On the timing cover facing the camshaft sprocket.

Projection in
camshaft sprocket

The camshaft controls the engine intake and exhaust valves. It travels at half the
engine speed. When a piston travels in the direction of TDC the camshaft position
determines whetar it is in compression or exhaust phase. This information can not be
generated by the crankshaft position in the starting phase. During normal operation on
the other hand the information can be generated by the crankshaft sensor suffices to
define the engine status. In other word it means that if the

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camshaft sensor will fail while the vehicle is being driven the ECU shall receive
information on the engine status from the crankshaft sensor.

The camshaft sensor utilize the Hall effect for establishing the camshaft position. A
tooth of ferromagnetic is attached to the camshaft and rotates with it. When this tooth
passes the semiconductor wafer of the camshaft sensor, its magnetic field diverts the
electrons in the semiconductor wafer at right angle to the direction of the current
flowing through the wafers. This results in a brief voltage signal (Hall voltage) which
informs the ECU that cylinder 1 has entered the compression phase.

Do’s & Don’ts for the Phase Sensor

Do’s

 The Phase Sensor should be unpacked directly before installation.

 Sensor to be mounted by pushing it into place.
 Clean and grease O-Ring prior to installation with mineral oil-based grease.
 The first support of wire after connection: Max 250 mm. It should be on the
sensor carrier.
 Sensor terminal pins should be free from water/moisture.
 Fix with only partially microcapsuled screw M6.
 Tightening Torque specification should be 8 ± 0.5 Nm.

Don’ts
 Don’t allow the sensor to fall down.
 Do not hammer the sensor while fitting.
 Do not bend sensor wire between the connection and the first support.
 Do not touch the sensor pins or the wiring harness pins with hand (to avoid ESD
i.e. Electro static discharge).
 None of the application guidelines should be deviated (Air gap etc).
 Sensor should not be kept near hot medium or objects with Temp > 160 ºC.

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Temperature sensor

Location: Used in two locations.

Usage: Coolant temperature sensor

Located On the water outlet, near thermostat.

Usage: Fuel Temperature sensor

Located on the bottom of the fuel filter.

Type: Negative Temperature coefficient type

(NTC)

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In the cooling circuit to establish engine temperature by way of the coolant
temperature.

In the fuel return line to measure the fuel temperature. The fuel temperature is used for
density correction.

The sensors are equipped with a temperature dependent resistor with a Negative
temperature coefficient (NTC) which is part of voltage – divider circuit across which
5 V is applied.The voltage drop across the resistor is inputted into the ECU through an
analogue- to – digital converter (ADC) and is a measure for the temperature. A
characteristic curve is stored in ECU microcomputer, which defines the temperature as
a function of the given voltage.
Do’s & Don’ts for the Temperature Sensor.
Do’s
 During service-After removing temperature sensor, existing Aluminum washer is
to be carefully cut (without damaging the brass threading) and taken out.
 Replace the washer with Copper washer (MICO 2916 710 608).

Don’ts
 Don’t allow the sensor to fall down.
 Do not exceed the maximum permissible tightening Torque of 18 Nm for copper
washer and 25 Nm for aluminum washer.
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Hot Film Air mass meter

The HFM sensor combines two functions . It monitors the airflow & also monitors the
air intake temperature so that the density correction is carried out and also the hot film
temperature is maintained.

Particularly during dynamic driving operation, precise compliance with the correct
A/F ratio is imperative in order to comply with the exhaust – gas limits as stipulated
by the regulations. This makes it necessary to use the sensor, which precisely register
the air- mass flow actually being drawn by the engine at a particular moment. This
load sensor’s measuring accuracy must be completely independent of pulsations,
reverse flow, EGR, variable camshaft control and changes in air intake temperature.

A hot film air mass meter was selected for being most suitable for complying with the
above stipulations. The hot film principle is based on the transfer of heat from heated
sensor element to the air mass flow. A micromechanical measuring system is utilized
which permits registration of the air-mass flow and detection of flow direction.
Reverse flows are also detected in case of strongly pulsating airflow.

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The micromechanical sensor element is located in the plug- in sensor’s flow passage.
The plug in sensor is installed in the outlet of the air cleaner. The signal voltage curve
as a function of the air mass flow is divided into signal ranges for forward and reverse
flow. In order to increase measuring accuracy the measuring signal is referred to a
reference voltage outputted by the engine management. The characteristic curve has
been designed so that during diagnosis in the workshop for an open circuit conductor
for instance, can be detected with the help of the engine management.

A temperature sensor is also incorporated for measuring the air intake temperature
(IAT)

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Accelerator pedal sensor

Location – in the accelerator pedal

Type – 6 wire, double track potentiometer

Function – informs ECU about driver’s pedal request.

Purpose – to transmit driver’s pedal request to ECU

In contrast to the conventional distributor or inline pumps with CRD the driver’s
acceleration input is no longer directly inputted to injection pump by the bowden
cable. But the motion is registered by an accelerator pedal sensor and is transmitted to
the ECU.

A voltage generated across the potentiometer in the accelerator pedal sensor as a

function of the accelerator pedal setting. Using a programmed characteristic curve the
pedal positions then calculated from this voltage.

There are two tracks called APP1 & APP2. The ECU monitors signals from both the
tracks. Even if the relationship between either changes it is registered as a defect.

Do’s and Don’ts

Do’s
 Tightening Torque of the retaining screws should not exceed 9 ± 1.5 Nm.
 Use only self-locking screws.

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 After damage or in doubt of damage (e.g. dropped APM) the APM has to be
separated and scrapped.

Don’t
 Don’t drop s the sensor.
 Do not exceed the maximum permissible tightening Torque.
 Do not dip in any liquid.

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Rail pressure sensor

Location - on the fuel common rail

Type -

Function - monitors rail pressure

Purpose – to decide on injector energising time

Caution : The rail pressure sensor has to be changed along with the rail.

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VEHICLE SPEED SENSOR(VSS)
Location - on the gear box output shaft

Type - magnetic reed type

Function - monitors the vehicle speed. ECU ,based on this information can deduce
the gear in which vehicle is driven.

Purpose - Gear recognition is useful in low speed governing & cruise control

BRAKE PEDAL SWITCH

Location – in the brake pedal

Type – 4 wire, make-break switch

Function – informs ECU about position of brake pedal , operates brake lamp/stop
lamp

Purpose – help ECU to identify brake actuation for cruise control

CLUTCH PEDAL SWITCH

Location – in the clutch pedal

Type – 4 wire, make-break switch

Function – Informs engine ECU about position of clutch pedal .Also informs 4WD
ECU about position of clutch pedal.

Purpose – help engine ECU to identify clutch actuation for cruiuse

control

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ECU

Assignment & method of operation:

The ECU evaluates the signal it receives from the external sensors & limits them to
permissible voltage level

From this input data, and from stored characteristic maps, the ECU microprocessors
calculates the injection times and instants of injection and convert these times to
signal characteristic which are adapted to the movements of engine piston &
crankshaft. The specified accuracy and the engines high dynamic demands high level
of computing power.

The output signal from the ECU microprocessor’s is used to trigger driver stages, it
also provides adequate power for switching the actuators for rail pressure control and
elements switch off. In addition actuators for engine function are triggered (e.g. EGR
actuator) as well as those for further auxiliary functions such as blower relay, auxiliary
heater relay, glow relay, air conditioner). The driver stages are proof against short
circuit and destruction due to brief electrical overloading. Errors of this type and open
circuit are reported to the microprocessor. Diagnosis functions in the injector driver
stages detect faulty signal characteristic, and in addition a number of the output signal
are transferred via interfaces for use in other systems in the vehicle. And within the
framework of a special safety concept, the ECU monitors the complete fuel injection
system.

Injector triggering particularly places heavy demands on the driver stages. In the
injector, the current from the driver stage generates a magnetic force in the triggering
element, which is applied to the injectors high-pressure system. In order to ensure
very tight tolerances and high reporductiabilty of the injected fuel quantity, these coils
must be triggered with steep current flanks. This necessities high voltages being made
available in the ECU.

A current control circuit divides the energisation time (injection time) into a pickup
current phase and hold phase. It must operate so accurately that the injector guarantees
reproducibility injection under all stages. In addition it must reduce the power loss in
the ECU & the injectors

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Operating conditions

High demands are made on ECU regarding

- The surrounding ambient temperatures ( in normal cases from –40°C to +85° C)
- The resistance to fuels and lubricants etc.
- The resistance to humidity and
- Mechanical loading.

Very high demand is also made upon the electromagnetic compatibility and upon the
radiation of HF interference signals.

Design & Construction

The ECU has a metal housing. The sensors, the actuators and power supply are
connected to the ECU through a multi pole plug in connector. The power components
that directly trigger the actuators are integrated in the ECU in such a manner that they
can efficiently dissipate their heat to the ECU housing.

Operating state control

In order that the engine operates with optimum combustion in every operating state
the ECU in each case calculates the optimum injected fuel quantity. In the process a
number of parameters has to be taken into account
Start quantity
For starting, the injected fuel quantity is calculated as a function of the temperature
and cranking sped. The start quantity is injected from the moment the starting switch
is turned to start till the engine has reached a given minimum speed. The driver has no
influence upon the start quantity

Drive Mode

When the vehicle is being driven normally .The injected fuel quantity is calculated
from the accelerator pedal setting (accelerator pedal sensor) and the engine speed.
Calculation utilizes the driving maps so that the driver inputs and the engine O/P
power are optimally matched to each other.

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Idle sped control
At idle, fuel consumption depends for the most part on engine efficiency and idle
speed. Since a considerable portion of vehicles fuel consumption in dense traffic
conditions is attributable to this operating state, it is obvious that the idle speed must
be kept to a minimum. The idle speed though must be set so that no matter what the
operating conditions, it does not drop so far under load that the engine runs roughly or
even stops. This applies for instances when the electrical systems are overloaded,
when the AC is switched on, or when the power steering is in operation. In order to
regulate the desired idle speed the idle controller varies the injected fuel quantity until
the actual speed equals the desired idle speed. Here the selected gear and the engine
temperature (coolant temperature sensor) influence the desired idle speed and control
characteristic. In addition the external load moments, the internal friction moments
must also be taken into account and compensated by the idle speed control. These
change minimally but steadily through out the vehicle service life, as well as being
highly dependent upon temperature.

Smooth running Control

Due to mechanical tolerances and aging, there are differences in torque generated by
the engine’s individual cylinders. This leads to rough or irregular running, particularly
at idle. The smooth running (cylinder balancing) control measures the engine speed
change every time a cylinder has fired and compares them with each other. The
injected fuel quantity for each cylinder is then adjusted in accordance with the
measured difference in engine speed between the individual cylinders. So that each
cylinder makes the same contribution to the torque generated by the engine. The
smooth running control is only operative in the lower engine speed.

Vehicle speed Controller/ Cruise control

The cruise control comes into operation when the vehicle is to be driven at a constant
speed. It controls the vehicle speed to that inputted by the driver at the operators unit
in the steering wheel.

The injected fuel quantity is increased or decreased until the actual speed equals the
set speed. While the cruise control is in operation, the control process is interrupted if
the driver presses the brake. If the accelerator pedal is pressed, the

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vehicle can be accelerated beyond the speed, which has been set with the cruise
control. As soon as the accelerator pedal is released the cruise controls regulates the
speed back down to previous set speed. Similarly if the cruise control has been
switched off, the driver only needs to press the reactivate key in order to again select
the last speed which has been set.

Controlling the injected fuel quantity limit --

There are a number of reasons why the fuel quantity desired by the driver must not be
injected. These include

- Excessive pollutant emissions

- Excessive soot emissions
- Mechanical overloading due to excessive torques or engines speed.
- Thermal overloading due to excessive coolant temperature.

The limit for the injected fuel quantity is formed from the a number of input variables
e.g. intake air mass, engine speed, coolant temperature

Active surge damping control –

When the accelerator pedal is abruptly pressed or released. It causes the injected fuel
quantity to change rapidly with the result that there is also a rapid change in the torque
developed by the engine. These abrupt changes lead to flexible engine mounts and the
drive train generating bucking oscillations which result in fluctation of engine speed.

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 .
The active surge damper reduces these periodic speed fluctuations by varying the
injected fuel quantity at the same frequency as the periodic fluctuations. Less fuel is
injected when the speed increases and more when it decreases. This effectively damps
the surge movement.

Engine switch off –

The diesel engine operates according to auto ignition principal. This means that it can
only be switched off by cutting the fuel supply.

With the CRDi the ECU stipulates injected fuel quantity zero. (The system also
features a number of additional – reduntat switch off paths.)

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Injectors –

Special injectors with hydraulic servo systems and electrical triggering element
(Solenoid valves) are used in order to achieve efficient start of injection and precise
fuel injected fuel quantity. At the start of the injection a high pickup current is applied
to the injector so that the solenoid opens quickly. As soon as the nozzle needle has
traveled its complete stroke and the nozzle has opened completely. The-energizing
current is reduced to lower holding value. The injector opening time & rail pressure
now defines the injected fuel quantity. Injection is terminated when the solenoid valve
is no longer triggered and closes as a result.

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M-PROP

The ECU uses the MPROP control valve to control the rail pressure by controlling the
inlet to the high-pressure pump.

It is possible to vary the pressure by pulsing (PWM) the triggering current. The degree
to which the pressure control valve is opened or closed depends on the pulse rate (duty
cycle)

M PROP

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The High-pressure pump has the following main components:

Gear Pump : its main job is to give continuous and stable feed of LP pump.
Pump housing : It houses the LP & HP circuits along with the inlet, outlet, and
backlfow valve
Metering unit with Electric regulation (MPROP) : It ensures inlet metering thus only
the needed amount of fuel is compressed ensuring correct inlet of fuel to the rail.
Drive & Pump elements along with the High pressure valve in the cylinder head

Do’s & Donts’s

Do’s

 The critical parts which must always be protected are :

Inlet fitting
Backflow fitting
M-PROP

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 HP connector.

Shaft.
 While removing & refitting the pump:

Carefully plug both LP fittings & unscrew HP connector.

 Verify the integrity of the O ring on pump flange. Replace if broken.
 Immediately cover all the openings & shaft with protective caps.
 Handle the pump with extreme care.
 If the pump falls down, it should not be used (even if looks visually OK).

Don’ts
 Do not attempt to open the pump or remove the external components (it will
invalidate the warranty.)

Glow control unit

(Only for Euro III)

The glow control unit is responsible for ensuring efficient cold starting. It also
shortens the warm up period, a fact that is highly relevant for exhaust emissions. The
preheating time is a function of the coolant temperature. The further glow phases
during the engine start or when the engine is actually running are determined by a
number of parameters, which include engine speed and injected fuel quantity. Glow
control utilizes a power relay.

EGR positoner

Depending upon the engines operating point, the air /gas mass drawn into the
cylinders can be composed of up to 40% of the exhaust gas.

For ECU control the actual drawn in fresh air is measured at each operating point with
the air mass setpoint value. Using her signal generated by the control circuit, the EGR
position opens so that exhaust gases flow into the intake tract.

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The ECU controls the
movement of the modulator.

The modulators controls

The amount of vaccum
Going to the EGR valve
,thus varying the lift of the
EGR. The variable lift of the
EGR changes the amount
Of exhaust gas going to the
Inlet system .

Air Conditioner

Depending on the engine & driving situation the energy consumption is 1 to 30% of
the engine output power.

The target is therefore not so much as improvement of the temperature control, rather
the optimum use of the engine torque as soon as the driver accelerates strongly (and
thus requires maximum engine torque) the AC compressor is switched off by the EDC

Integrated diagnosis.

Sensor monitoring

For sensor monitoring the integrated diagnosis facility checks whetar they are being
supplied by power, and whetar the O/P signals are plausible (within the permitted
range e.g. temperature between –40 to 150°C. Where possible the reduancy principle
is applied for important signals. That is in case of a malfunction, a switch is made to
another similar signal.

Monitoring module

In addition to the microcontroller the ECU also incorporates a monitoring module.

The ECU and the monitoring module monitor each other. If a malfunction is detected,
either of them can switch off the injection independent of the other.

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Malfunction detection

Malfunction detection is only possible within the monitoring range of a given sensor.
A signal path is classified as faulty when an error is present for longer than a
predefined period. In such cases, the error is stored in ECU’s error memory together
with details of the environmental condition which prevailed when the error /
malfunction occurred (e.g. coolant temperature, engine speed etc.) For a large number
of errors/ malfunction, it is possible for the healed status to be established. Here the
signal path must be identified as intact for a defined period of time.

Error procedure

If a sensors permitted output-signal is violated, a switch is made to a substitute value.

This procedure is applied for battery voltage
- Coolant, air, and lube temperature
- Atmospheric pressure
- Intake air quantity

In addition in case of non-plausible signals from the accelerator pedal sensor and/or
brake as substitute accelerator pedal signal is applied.

ECU Data processing

The actuators and the sensors are the interface between the vehicle and the ECU

Analogue input signals (from analogue sensors; quantity of the air drawn, engine &
intake air temperature, battery voltage etc are converted to digital value by an A/D
converter in the ECU microprocessor.
Digital input signal (e.g. On/Off switching signals or digital signals such as rotational
speed pulse) can be processed directly by the ECU

In order to reduce interference pulses the pulse shaped input signal from inductive
sensor (crankshaft speed sensor) which carry information on engine speed and
reference mark are conditioned by a special circuit in the ECU and converted to
square wave form

Some signal conditioning can take place at the sensor end itself.

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Signal conditioning

Protective circuitry is used to limit the incoming signals to a maximum voltage level.
The effective signal is freed almost completely of superimposed interference signals
by means of filtering and is then amplified to match it to the ECU voltage.

Signal Processing in the ECU

ECU

Signal conditioning Driver stages

Digital
input
EPROM
signal
Actuators

EEPROM

RAM
Analogue
input
signal
A/D Diagnosis

Pulse
shaped
input
signal

Micro-processor

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The ECU microprocessors mostly process the input signal digitally and therefore need
a special program. This program is stored in a Read Only Memory (ROM or Flash-
EPROM)

In addition the engine specific curves and engine management maps are stored in a
Flash –EPROM.

A volatile random access memory (RAM) is needed to store variable data such as
calculation data and signal values. In order to function correctly, the RAM requires a
permanent power supply. In other words, it loses its complete data stock when the
ECU is switched off via the ignition switch or when the vehicle battery is
disconnected. In such cases the adaptation values (values, which have been learnt
regarding engine & operating conditions,) would have to be re-established when the
ECU is switched on again. To prevent this adaptation values are stored in an
EEPROM and not in a RAM

Output signals

With their output signals, the microprocessors trigger output stages, which usually are
powerful enough for direct connection to the actuators. The triggering of the
individual actuators is dealt with in the particular system description. These output
stages are proof against short circuit to ground or to batter voltage, as well as
destruction due to electrical overload. Such faults are recognized by the output stages
and reported to the microprocessor. This also applies to the conductor open circuit.
In addition a number of output signals are transmitted through interface to the other
systems in the vehicle.

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Automotive Sector
Index

DTC Diagnostic Item Page

Code No.
Guide Lines for Trouble shooting 05
P-0123 Voltage above upper limit 11
P-0122 Voltage below lower limit. 11
P-1120 Plausibility with APP2 violated 11
P-0223 Voltage above upper limit 16
P-0222 Voltage below lower limit. 16
P-1220 Plausibility with APP1 violated 16
P-1221 Accelerator Pedal signal not plausible with brake 16
P-0103 Voltage above upper Limit 20
P-0102 Voltage below lower Limit 20
P-0113 Voltage above upper limit. 25
P-0112 Voltage below lower limit. 25
P-0340 No camshaft signal 30
P-0341 Wrong camshaft signal 30
P-0335 No crankshaft signal 34
P-0336 Wrong crankshaft signal 34
P-1658 No Terminal T15 signals detected 37
P-1600 ADC monitoring : SRC-High error of ADC reference voltage 39
P-1601 ADC monitoring : SRC-Low error of ADC reference voltage 39
P-1602 ADC monitoring : Test impulse error 39
P-1603 ADC monitoring : ADC queue error 39
P-0108 Voltage above upper limit 40
P-0107 Voltage below lower limit 40
P-0563 Voltage above upper limit 42
P-0562 Voltage below lower limit. 42
P-1792 Brake signal is defective 43
P-1791 Brake signals not plausible 43

Scorpio CRDe ( All New) Diagnostic Manual - Rev 1 Page 1 of 4

Automotive Sector
DTC Diagnostic Item Page
Code No.
P-0704 Clutch signal is not plausible 47
P-162A Communication error of CJ940 52
P-1659 Deviation between TPU and system time 53
P-165E Short Circuit to Battery 54
P-165F Short Circuit to Battery 54
P-1660 No Load 54
P-1661 Excess Temperature 54
P-0118 Voltage above upper limit 57
P-0117 Voltage below lower limit 57
P-0577 SRC MAX error for analog signal 61
P-0576 SRC MIN error for analog signal 61
P-0575 Plausibility error for analog signal 61
P-1638 Set, if error-counter of Watchdog or controller are not plausible or 66
P-162B h
EEPROM: h d last read operation
error during 67
P-162C EEPROM: error during last write operation 67
P-162D EEPROM: default value used 67
P-0406 Short Circuit Battery 68
P-0405 Short Circuit Ground 68
P-0403 No Load 68
P-0404 Excess Temperature 68
P-160C Short Circuit to Battery 71
P-160D Short Circuit to Ground 71
P-160E No Load 71
P-1608 Short circuit to battery 74
P-1609 Short circuit to ground 74
P-160A No load 74
P-160B Excess temperature 74
P-1340 Offset between camshaft and crankshaft 77
P-1530 Short Circuit to battery 81

Scorpio CRDe ( All New) Diagnostic Manual - Rev 1 Page 2 of 4

Automotive Sector
DTC Diagnostic Item Page
Code No.
P-1531 Short Circuit to ground 81
P-1532 No load 81
P-1533 Excess Temperature 81
P-0182 Voltage above upper limit 84
P-0183 Voltage below lower limit 84
P-1887 Short Circuit to Battery 88
P-1888 Short Circuit to Ground 88
P-1889 No Load 88
P-1890 Excess temperature 88
P-161F below lower limit of energizing time-Injector 1 92
P-1621 below lower limit of energizing time -Injector 2 92
P-1623 below lower limit of energizing time-Injector 3 92
P-1625 below lower limit of energizing time-Injector 4 92
P-1210 Chip-specific errors : CY33X internal reset / clock loss / under 93
P-1211 l
Chip-specific errors: CY33X is unlocked / CY33X init error 93
P-1212 Chip-specific errors:CY33X is in Test mode 93
P-1213 Chip-specific errors: CY33X SPI communication error 93
P-1214 /Chip-specific
h k / errors
d b k->CY33X internal parity error 93
P-1215 Chip-specific errors ->CY33X internal program flow error 93
P-1216 Chip-specific errors ->CY33X check of inv. YSEL during ON 93
P-1217 fChip-specific
il d errors ->CY33X ON timeout for at least 1 cylinder 93
K Line – Diagnostic Connector 95
P-121A Main relay does not open in time 97
P-121B Main relay opens too early 97
P-1252 Short Circuit to Battery 100
P-1253 Short Circuit to Ground 100
P-1250 No Load 100
P-1251 Excess Temperature 100
P-1664 The fault path contains the supervision of the SPI-Handler 104
if i i f il d

Scorpio CRDe ( All New) Diagnostic Manual - Rev 1 Page 3 of 4

Automotive Sector
DTC Diagnostic Item Page
Code No.
P-1641 Test of redundant shut off paths during initialization: Watch dog 105
P-1642 i of
Test h redundant
ff h d fshut off paths during initialization: Voltage 105
P-1643 Test iof redundant
i lishuti off
h paths
ff during
h d finitialization: Voltage 105
P-1631 i i lCJ940liupper
(Hardware) i hlimit:ff internal
h d fsupply voltage upper limit 105
P-1632 (Hardware) CJ940 lower limit: internal supply voltage lower limit 105
P-0193 Voltage above upper limit. 107
P-0192 Voltage below lower limit. 107
P-1644 Voltage above upper limit 111
P-1645 Voltage below lower limit 111
P-1654 Short Circuit to Battery 116
P-1655 Short Circuit to Battery 116
P-1656 No Load 116
P-1657 Excess Temperature 116
P-1646 Voltage above upper limit 119
P-1647 Voltage below lower limit 119
P-0503 Exceeding of the maximum vehicle speed 120
P-0500 HW signal for vehicle speed not valid 120
P-0501 Vehicle speed not plausible with injection mass and engine speed 120
System lamp status 124
Circuit diagrams 134
Wiring harness, interconnector & ground connection 135

Scorpio CRDe ( All New) Diagnostic Manual - Rev 1 Page 4 of 4

Automotive Sector

Guidelines for Troubleshooting

The most basic check that has to be done by the technician is the check lamp
status. (This has also to be done by customer.)
When the Ignition is switched ON. Then the System lamp & overheat lamp glows
for 2-3 sec after turning ON the ignition. If the light does not glow OFF but
remains either blinking or is continuously ON. Then the fault has to be analyzed
using the “Mahindra Insight”. However before going into the fault diagnosis per se
it is worthwhile to do some basic (and the most common mistakes) checks.
For the Fault diagnosis, besides the diagnostic tool “Mahindra Insight”, a good
multimeter is essential (we recommend use of digital mutimeter)
During the fault diagnosis, under no circumstance, the traditional method of
shorting on to the ground is acceptable. If that practice is resorted to then it
may led to sensor failure.
If any arc welding has to be done then it is essential that besides removing the
battery cable, it is essential that the separate body earth attached to the ECU has
been removed. If not done then the spikes during welding will cause ECU damage.
At this point of time we would also like to caution that for any trouble shooting,
please avoid the shortcut of jumping the steps and directly replacing the suspect
sensor/actuator.
If the root cause e.g. a terminal loose in the connector is not addressed, then the
problem will get repeated. It will lead to higher cost of repair as well higher
customer dissatisfaction.
The trouble-shooting manual is done in a manner that all the trouble codes relevant
to a sensor/ function are grouped together. After giving the label of the codes, a
brief description of the working, then what are the conditions under which the
DTC can occur. The wiring along with the socket view is given. The trouble-
shooting guide for that group of codes is in the last.

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Guidelines for troubleshooting-March 06
Automotive Sector
Preliminary trouble shooting (common for all trouble codes)

• Before checking for any wiring connections for faults, check that all the FUSES
are OK.
• Ensure that the connectors are tightened properly to the sensors.
• Ensure battery voltage is between 8 to 16 Volts. It should not go below 8 volt,
even during cranking.
• Communication to the diagnostic tester will not be established in following
conditions:
1. Main relay not working (In this case engine will not start & no lamp test)
2. Ignition switch to T15 connection has problems.
3. Diagnostic connector continuity problem (In this case engine will start & lamp
test OK.)
4. Charging for the Simputer very low.
5. Interface box failure (In this case engine will start)
• Following errors can be checked only when Engine is being
cranked/ attempted to crank.
1. Crankshaft
2. Camshaft
3. EGR No load
4. Injector related.
If no errors are registered with ignition on, (In diagnostic tester) attempt
to crank & while cranking check for error codes of the above.

The following errors can only be checked when the vehicle is being
driven:

1. Vehicle speed sensor.

• If the battery voltage falls below 8 Volts, the ECU will stop functioning. And
since it stops functioning, it will not even register the complaint.
• Check if the Diagnostic is showing any error. Also check the status if it is
healed or if it is present. A healed error will be in green font. A present font
will be in red font. Clear the memory and check if the error reappears.
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Guidelines for troubleshooting-March 06
Automotive Sector
At this point of time it will be worthwhile to note that if an error has become
healed by itself. It is indicating that there was an error, which went off by itself.
Normally that indicates loose connection. Or oxidation of the connectors
If this step is skipped than it is highly probable that since no
corrective action has been taken the problem will occur again. And the
next time the problem may not get healed automatically. As a general
thumb rule, any loose connection if not attended tends to become
worst over a period of time.
Try to see if the problem can be recreated, either by shaking the wires/ slight
twisting or in the worst case, slight spraying of the water. Or blowing a dryer on
top of the suspect components.
Please take care to touch only the affected wires (not
any random wire).
Refer to the circuit diagrams. It has to be remembered that unnecessary removal
and refitting the connectors can cause bent pins/ loose connection/ higher
probability of oxidation. Causing no or intermittent connection. Thus the
Technician may land up with a new set of problems)

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Guidelines for troubleshooting-March 06
Automotive Sector

• For errors causing dis-comfort to driver, system lamp will be ON. For less
severe error, (Which will only deteriorate the performance) system lamp will
blink. For some of the faults, which are least severe, the system lamp will
remain off, (but those errors can be seen through tester).
• Check for the connector’ conditions. Many times continuity is not obtained if
the connectors are contaminated/ oxidation.
• Engine will go to limp home in following condition:
1. Accelerator pedal errors ( it will run with constant engine speed of 1200 rpm)
• General sequence of trouble shooting: (To be done after basic checks of Fuse,
Battery voltage)
1. Check for connector’ tightness with respect to the sensor.
2. Check for connector’ conditions. (e.g. pins getting corroded/oxidized)
3. Check for continuity between the sensor/ component & the corresponding ECU
connectors.
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Guidelines for troubleshooting-March 06
Automotive Sector
4. Check for input / output voltage (Check voltages are within specification)
5. Check resistance values (Where ever applicable)
6. Still the problem not solved, replace the corresponding sensor/ component with
the known OK same type component & check whether error get solved (After
clearing memory status). If yes then only remove the faulty component.
• For the below mention errors, there is no electrical fault but the cause is leakage
in diesel line (high pressure or low-pressure circuit) or air lock in diesel line.
1. P1192
2. P1193
3. P1194
4. P1195
5. P1196
These errors are related to hydraulics system. For e.g. due to air lock in the diesel
line, rail pressure does not build up and the error P1192 highlighted.
• For errors like voltage above/below limits or short circuit to ground/battery,
checking the corresponding output voltage from Mahindra Insight can do
confirmation.
For e.g. if error related to Rail pressure sensor voltage above upper limit comes,
check the Rail pressure sensor raw voltage through “Mahindra Insight”
• Before changing any components, ensure that the error is cleared at least 2-3
times, if after that also the error reappears, the error reappears.
• Trouble shooting methods related to Turbocharger (Noise, loss of pick up,
smoke) & EGR valve will continue to be same as existing chain drive engine.

For the following complaints no error codes will appear in the Diagnostic :

Complaint : Vehicle not responding to accelrator. May be permanent or random

behaviour.
Code : none
Proabale reason : The wires between the ECU to accelrator pedal is having loose
connection or the connector has become loose. Normally this issue has been
reported in the interconnector.
Reason it is not detected : When there is loose connection or the connector has
come off, then the Accelrator pedal is detecting the 0 voltage. The ECU interpates
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Guidelines for troubleshooting-March 06
Automotive Sector
it as the Accelrator pedals track 2 is worn out and is at idle ( 0% pedal pressed)
hence does not respond to any inputs.

Complaint : Vehicle response is poor ,also black smoke at lower RPM’s.

Code : None
Possible cause : HFM sensor is coated with muck or oil.

Method to check- the easiest method is to disconnect the HFM connector, the
ECU takes the default values. If the complaint is elimnated then HFM sensor is
coated with oil film/ muck and thus the air drift between the actual air flow and the
meausred air flow is causing the complaint.

Root cause : Check if the vehicle has gone through flooded waters if not check for
the crank case ventilation system.

Complaint : Black smoke at all RPM’s

Possible cause : Injector tip coking
Why not detected : The ECU monitors the behaviour of the solenoid. Any
deviation gets reported. However on the hydrualic side if the injector needle is tuck
in open or closed conditon , it will not get get noticed by ECU.

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Guidelines for troubleshooting-March 06
 P-0123
P-0122
P-1120

Automotive Sector
Description: The Accelerator pedal module (APM) mounts in place of accelerator
pedal and is connected to the ECU by wires. The APM sensor is a variable resistor
(potentiometer) whose resistance changes according to the pedal position. ECU
applies a reference voltage to the APM sensor and then measures the voltage that is
present on the APM sensor signal circuit. The ECU uses the APM sensor signal for
further calculation of fuelling & other engine operational parameters.

DTC Diagnostic item

P-0123 Voltage above upper limit
P-0122 Voltage below lower limit.
P-1120 Plausibility with APP2 violated.

DTC detection condition Probable cause

Normal Operation
• The Accelerator pedal module (APM) outputs • Open or shorted
a voltage, which is proportional to the Accelerator pedal
Position of accelerator pedal. module circuits, loose
• The ECU checks whether the voltage output or wrongs connections.
by the Accelerator pedal module is within a • Accelerator pedal
specified range. module failed or
In addition, it checks that the voltage output maladjusted.
does not become too large while the engine is
in idling.
Proper Performance
Sensor output voltage has continued to between 0 to
5V, varying accelerator pedal position.

Malfunction; out-of-range
• With the changing Accelerator pedal position,
the sensor output voltage has continued to be
5V or 0V.
Reaction:
• The engine speed not varying with changing
accelerator pedal position. (Constant 1200
rpm)
• The system lamp is continuously on.
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APP1-March 06
 P-0123
P-0122
P-1120

Automotive Sector

ECU

K45 K09 K30 K46 K31 K08

Gr-B
G-R
R-W Sb
P W-R

5-GND
4-O/P 1 6-O/P
2 3-GND

Vcc Vcc

APP1 APP2

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APP1-March 06
 P-0123
P-0122
P-1120

Automotive Sector

Test Procedure APP1 –

1. Connect the Insight to diagnostic connector.
2. Turn Ignition Switch ON
3. Verify either P0123 or P122 or P1120 are present.

• Turn Ignition switch OFF & disconnect Accelerator pedal connector.

• Turn the Ignition ON & measure voltage between terminal 2 & terminal 3 of
the APP1 (from the APP1 connector side.)
• It should be 5 ± 0.3 V
• Is it?
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APP1-March 06
 P-0123
P-0122
P-1120

Automotive Sector

Yes No

Turn Ignition OFF

Measure the continuity between terminal Measure the continuity between
K09 in ECU and Terminal 4 of K45 & 2 ( Voltage)
connector K30 and 3 ( ground)
Continuity is OK? (resistance below 1 Ω) Repair the damaged line/ connection
Clear code
Verify that the complaint has been
eliminated.

Yes No

Reconnect. Before reconnection check Repair the damaged line/ connection

that the pins are not bent or oxidation
has not taken place.
Clear the codes Clear code
Does the problem persist? Verify that the complaint has been
eliminated.

Yes No
Check the APP 1 resistance in both the
state 0% & 100%
Is it within the specifications

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APP1-March 06
 P-0123
P-0122
P-1120

Automotive Sector
Yes No
Clear code. Replace the Accelerator pedal Module
Verify that the complaint has been eliminated.

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APP1-March 06
 P-0223
P-0222
P-1220
P-1221
Automotive Sector
Accelerator Pedal (APP2)
Description: The Accelerator pedal module (APM) mounts in place of accelerator
pedal and is connected to the ECU by wires. The APM sensor is a variable resistor
(potentiometer) whose resistance changes according to the pedal position. ECU
applies a reference voltage to the APM sensor and then measures the voltage that is
present on the APM sensor signal circuit. The ECU uses the APM sensor signal for
further calculation of fuelling & other engine operational parameters.

DTC Diagnostic item

P-0223 Voltage above upper limit
P-0222 Voltage below lower limit.
P-1220 Plausibility with APP1 violated
P-1221 Accelerator Pedal signal not plausible with brake

DTC detection condition Probable cause

Proper Performance
Sensor output voltage has continued to between 0 • Open or shorted
to 2.5V, with varying accelerator pedal position. Accelerator pedal module
circuits, loose or wrongs
Malfunction; out-of-range connections.
• With the fully pressed Accelerator pedal
module, the sensor output voltage has • Accelerator pedal module
continued to be 2.5V or 0 for 4 sec. failed or maladjusted.

Reaction
• The engine speed not varying with changing
accelerator pedal position. (Constant 1200
rpm)
• The system lamp is continuously on.

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APP2-March 06
 P-0223
P-0222
P-1220
P-1221
Automotive Sector
ECU

K45 K09 K30 K46 K31 K08

Gr-
G-R B
R-W Sb
P W-
R

4-O/P 1 6-O/P 5-GND

2 3-GND
Vcc Vcc

APP1 APP2

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APP2-March 06
 P-0223
P-0222
P-1220
P-1221
Automotive Sector

Test Procedure APP2 –

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
3. Verify that either P0223/P0222/P1220 / or P1221 is present.

• Turn Ignition switches OFF & disconnect Accelerator pedal connector.

• Turn the Ignition ON & measure voltage between terminal 2 & terminal 3 of
the APP2 (from the APP2 connector side.)
• It should be 2.5 ± 0.15 V
• Is it?
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APP2-March 06
 P-0223
P-0222
P-1220
P-1221
Automotive Sector

Yes No

Turn Ignition OFF

Measure the continuity between terminal Measure the continuity between
K31 in ECU and Terminal 6 of K46 & 1 ( Voltage)
connector K08 and 5 ( ground)
Continuity is OK? (resistance below 1 Ω) Repair the damaged line/ connection
Clear code
Verify that the complaint has been
eliminated.

Yes No

Reconnect. Before reconnection check Repair the damaged line/ connection

that the pins are not bent or oxidation
has not taken place.
Clear the codes Clear code
Does the problem persist? Verify that the complaint has been
eliminated.

Yes No
Check the APP 2 resistance in both the
state 0% & 100%
Is it within the specifications

Yes No
Replace the Accelerator pedal Module
Clear code.
Verify that the complaint has been eliminated.

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APP2-March 06
 P-0103
P-0102

Automotive Sector
Description:

Mass air flow rate is measured by detection of heat transfer from a hot film probe
because the change of the mass air flow rate causes change in the amount of heat
being transferred from the hot film probe surface to the air flow. The airflow
sensor generates a pulse so it repeatedly opens and closes between the 5V voltage
supplied from the engine control module. This results in the change of the
temperature of the hot film probe and in the change of resistance.

DTC Diagnostic item

P-0103 Voltage above upper Limit
P-0102 Voltage below lower Limit

DTC detection condition Probable cause

Normal Operation
• The HFM sensor outputs a voltage, which • Open or shorted HFM
corresponds to the intake airflow. sensor circuit, loose or
• The ECU checks whether this voltage is wrong connections.
within a specified range. • Failed HFM sensor.
Normal Operating Requirements
• Ignition switch: ON
• Malfunction lamp: OFF after 2 Sec
• Battery voltage is 8V-16V or more.
Malfunction
• The sensor output voltage has continued to
be 5V or higher.
• The sensor output voltage has continued to
be 0.5V or lower.
Reactions:
• System lamp will continuously blink.
• Engine will continue to run with default air
flow (depending on Speed & Fuelling)

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Air flow-March 06
 P-0103
P-0102

Automotive Sector

ECU
V cl 4 2
V-B
A29
G

A42 Air flow o/p 5

G-B 3
A44
Ground

R/G 1
A37
Temperature
O/P

Ignition
switch
Bat+ 12V
10 Amp

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Air flow-March 06
 P-0103
P-0102

Automotive Sector

Test Procedure HFM

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
3. Verify that either P0103 or P0102 are present.

Turn the ignition OFF

Disconnect HFM sensor.
Turn the Ignition ON
Measure the voltage between the
Terminal A44 ( ground) and A29 (
supply)
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Automotive Sector
It should be 5 ± 0.3 Volts

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Air flow-March 06
 P-0103
P-0102

Automotive Sector
Is it

Yes No

Check the output voltage ( with engine Check fuses

running)
Signal voltage within the range Check continuity between the A29 & 4
( voltage)

Check continuity between A44 & 3 (

Ground)
Is it? Repair the open wire.
Clear codes and verify that the HFM
signal ratio is within limit.

Yes No

Switch off the Ignition

Check the connectors if the pins are bent Check the continuity between the A42
or having oxidation. & 5 ( Signal)
Clear codes & verify if the codes are Rectify
eliminated.
Clear codes and verify that the HFM
signal ratio is within limit.

No

Check the resistance of the HFM sensor ( between 5 & 3) it should be between
5.119 to 5.892 KOhms
If not OK. Replace the HFM sensor.
Clear codes & verify that the error has been removed.

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Air flow-March 06
 P-0113
P-0112

Automotive Sector

Air Temperature

DTC Diagnostic item

P-0113 Voltage above upper limit.
P-0112 Voltage below lower limit.

Description: The function acquires the raw voltage of the induction air
temperature. The raw value is linearised and monitored for compliance with the
signal range.
The sensor is mounted in HFM.

DTC detection condition Probable cause

Normal Operation
• The HFM temperature sensor outputs a • Open or shorted HFM
voltage, which corresponds to the temperature sensor
temperature of intake airflow. circuit, loose or wrong
• The ECU checks whether this voltage is connections.
within a specified range.
• Failed HFM temperature
Normal Operating Requirements sensor.
• Ignition switch: ON
• Malfunction lamp: OFF after 2 Sec
• Battery voltage is 8V –16 V.

Malfunction
• The sensor output voltage has continued to
be 5V or higher.
• The sensor output voltage has continued to
be 0.2 V or lower.
Reactions
• Engine will run with default air temp of 20
Degrees Centigrade
• System lamp status for this error is off.

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Air flow-March 06
 P-0113
P-0112

Automotive Sector

ECU
V-B V cl 4
A29 2

A42 G
Air flow o/p 5

G-B 3

A44
Ground

R/G 1

Temperature
A37
O/P

Ignition
switch
Bat+ 12V
10 Amp

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Air flow-March 06
 P-0113
P-0112

Automotive Sector

Test Procedure AFTSCD –

Codes: P0112, P0113
1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
3. Verify that either P0113 or P0112 are present.

Turn the ignition OFF

Disconnect HFM sensor.
Turn the Ignition ON
Measure the voltage between the
Terminal A44 ( ground) and A29 (
supply)
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Air flow-March 06
 P-0113
P-0112
Automotive Sector
It should be 5 ± 0.3 Volts
Is it

Yes No

Check fuses
Check continuity between the A29 & 4
( voltage)

Check continuity between A44 & 3 (

Ground)
Repair the open wire.
Clear codes and verify that error has
been eliminated.

Measure the continuity between A44 & 3 (ground)

• Is it?

Yes No

Check the continuity between the A37 & Rectify

1 ( output signal)
Clear codes & verify.

Yes No

Replace the HFM sensor Rectify

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Air flow-March 06
Automotive Sector
Clear codes & verify.

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Air flow-March 06
 P-0340
P-0341

Automotive Sector

Camshaft speed sensor

DTC Diagnostic item
P-0340 No camshaft signal
P-0341 Wrong camshaft signal

Description
The Hall effect camshaft position sensor senses the Top dead center (TDC) point
of the # 1 cylinder in the compression stroke. Which allows the ECU to determine
when to start the injection.

DTC detection condition Probable cause

Normal Operation
• When the engine is running, the Camshaft • Open or shorted
Position sensor outputs a pulse signal. camshaft position
• The ECU checks whether the pulse signal is sensor circuit, loose
input. or wrong connection.
• Camshaft Position
Malfunction sensor malfunction.
• Normal signal pattern has not been input for
cylinder identification from the camshaft
position sensor signal for 4 sec. (Engine
should be cranked to check this error).

Reaction
• Engine will not start
• System lamp will be continuously on.

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Phase sensor-March 06
 P-0340
P-0341

Automotive Sector

Sensor R-L ECU

3 A 11
Vs
Vs
2 R-G
A50

Signal
1 G A20

GND.

Vs= Supply voltage- 5V

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Phase sensor-March 06
 P-0340
P-0341

Automotive Sector

Codes: P-0340, P-0341

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
3. Verify that either P0340 or P0341 are present.

• Switch off the Ignition

• Disconnect the camshaft sensor connector.
• Turn ON the Ignition.
• Measure the voltage between the A11 (supply)& A 20 (ground).
• It should be 5 ± 0.3 Volts
• Is it?

Yes No

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Phase sensor-March 06
 P-0340
P-0341

Automotive Sector
Turn the Ignition OFF Repair the wire.
Disconnect ECU connector A Clear the error codes & verify
Measure the continuity of Ground
(between sensor pin no 1 & ECU
terminal A20) in the camshaft phase
sensor harness.
Is it OK?

Yes No

Measure the continuity of signal Repair the connection.

(between sensor pin no 2 & ECU
terminal A50) in the camshaft phase
sensor harness.
Is it OK? Clear the error codes & verify

Yes No
Check for physical damage to pins or Repair the connection.
oxidation.
Also check if the connectors are moving Clear the error codes & verify
backwards when inserted.
Is it OK?

Yes No

Replace the camshaft phase sensor Repair the connection.

Clear the error codes & verify Clear the error codes & verify

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Phase sensor-March 06
 P-0335
P-0336

Automotive Sector
Crankshaft Sensor

DTC Diagnostic item

P-0335 No crankshaft signal
P-0336 Wrong crankshaft signal

Description

In order that the ECU can control the engine at all, the position of the crankshaft
must be known so that the cylinder in compression and the timing of the next fuel
injection can be calculated. The CKP is an inductive pulse generator, which scans
protrusions on the flywheel. Two teeth are missing, and this gap is situated at 90°
before TDC.

DTC detection condition Probable cause

Background
• When the engine is running, the Crankshaft • Open, shorted or
Position sensor outputs a pulse signal. wrong connection
• The ECU checks whether the pulse signal is crankshaft position
input while the engine is cranking. sensor circuit.
• Failed or damaged
Normal Operating condition crankshaft position
• Engine is being cranked. sensor.

Malfunction
• Normal signal pattern has not been input for
cylinder identification from the crankshaft
position sensor signal for 4 sec.
• No synchronization between crankshaft &
camshaft signal.

Reaction
• System lamp continuously on.
• Engine will not start.
• If engine is running & this fault occurs,
engine will stop immediately.

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Crankshaft sensor-March 06
 P-0335
P-0336

Automotive Sector

ISS (Incremental speed sensor/ Crankshaft speed

sensor)
Sensor ECU

N S Y
1 A 27
Positive

2 A 12
Negative

Shield
B-R A 21
3

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Crankshaft sensor-March 06
 P-0335
P-0336

Automotive Sector

Test Procedure ISS

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P0335 or P0336 are present. Please verify after cranking the
engine.

• Turn the Ignition switch OFF.

• Disconnect the crankshaft position connector and also the connector at ECU.
• Measure the continuity between the sensor terminal 1 and ECU terminal A 27
• Is it OK?

Yes No

Measure all terminals for short to GND Repair the wire.

Is it OK ? Clear code & verify the CKP sensor is

within normal parameters.

Yes No

Check if the sensor is damaged. If so Repair the connection.

change sensor with a known good
component.
Clear code & verify the CKP sensor is within normal parameters.

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Crankshaft sensor-March 06
 P-1658

Automotive Sector
Terminal 15 (Ignition)- contains plausibility error [Sig] of T15

DTC Diagnostic item

P-1658 No Terminal T15 signals detected

DTC detection condition Probable cause

Normal operation
• When ignition is ON relay coil will get • Open, shorted or wrong
energized. connection of T15
• Engine being started. circuit.

Malfunction
• When ignition is ON supply is not coming to
ECU.
• Main relay coil will not get energized.
• Engine will not start.

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Air flow-March 06
 P-1658

Automotive Sector
Connect the Insight to diagnostic connector
1. Turn Ignition Switch ON
2. Verify that P-1658 is present.

• Check that the main relay is getting energized

• To check that the relay is getting energized, hear for the clicking sound from
the main relay when the Ignition is switched ON.
• Is it OK

Yes No

Turn the Ignition OFF Follow the Main relay fault finding
procedure.
Measure the continuity of the wire Clear the error codes & verify
between the K28 terminal of the ECU
and the Ignition switch

Is it OK?

Yes No

Check for loose or intermittent Repair the connection.

connection also
Repair the connection Clear the codes and verify that the
vehicle is working perfectly
Clear the codes and verify that the
vehicle is working perfectly

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Air flow-March 06
 P-1600
P-1601
P-1602
P-1603
Automotive Sector

ADC Monitoring
Description: Analog to Digital converter inside the ECU is not working properly

DTC Diagnostic item

P-1600 ADC monitoring : SRC-High error of ADC reference voltage
P-1601 ADC monitoring : SRC-Low error of ADC reference voltage
P-1602 ADC monitoring : Test impulse error
P-1603 ADC monitoring : ADC queue error

Reaction: The System Check lamp will be continuously ON.

Test Procedure:

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned
fault is present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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ADC Monitoring-March 06
 P-0108
P-0107

Automotive Sector
Atmospheric pressure sensor

DTC Diagnostic item

P-0108 Voltage above upper limit
P-0107 Voltage below lower limit

DTC detection condition Probable cause

Normal Operation
• The atmospheric pressure sensor outputs a • Failed atmospheric
voltage, which corresponds to atmospheric pressure sensor.
pressure.

Normal Operation
• Ignition switch: ON
• Malfunction lamp: OFF after 2 Sec
• Battery voltage is 8V to 12V.
• No error reported in error memory.

Malfunction
• The sensor output voltage has continued to
be 5V or higher.
• The sensor output voltage has continued to
be 0V or lower.

Reaction
• System lamp will blink.
• Engine will run with default atmospheric
Pressure of 800hPa

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Atm pressure-March 06
 P-0108
P-0107

Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P0108 or P0107 is present.

• Check the battery voltage.

• Clear the error codes.
• Verify if the error has been cleared.

Yes No

Repeat the clear error, for 3 times.

Replace the ECU

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Atm pressure-March 06
 P-0563
P-0562

Automotive Sector
Battery

Description:
The system voltage has to guarantee to perform diagnosis functions. The
Electronic Control Unit (ECU) monitors battery voltage. If this code is set, the
System Lamp is off.

DTC Diagnostic item

P-0563 Voltage above upper limit
P-0562 Voltage below lower limit.

DTC detection condition Probable cause

Detecting Condition
• Battery voltage <8 V • Charging system not
Enable Condition working.
- No main relay failure • Wiring harness to ECU
faulty.
• Battery voltage > 16V
Enable Condition
- No main relay failure

Test Procedure Battery –

• Check charging system

• Check charging system (including battery) for proper operation.
• Refer the charging system section in the Electrical.
• Charging system OK. ( Voltage during cranking should be 8 to 16 Volts)

Yes No

Check the ECU, problem procedure. Repair or replace.

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Air flow-March 06
 P-1792
P-1791

Automotive Sector
Brake Switch

Description:
The function acquires and processes the information via the brake contact and the
redundant brake contact. The status message of the brake position is the output.

DTC Diagnostic item

P-1792 Brake signal is defective
P-1791 Brake signals not plausible

DTC detection condition Probable cause

Principle
• The brake switch outputs a voltage, which • Open, shorted, loose or
corresponds to the brake position. wrong connections of
• The ECU checks whether this voltage is brake switch Wiring.
within a specified range (0 or 12V). • Brake switch damage or
faulty
Normal Operation • Brake switch failed or
• Ignition switch: ON maladjusted.
• System lamp: OFF after 2 Sec .
• Battery voltage is 8V –16V.

Malfunction
• The sensor output voltage has continued to
be 0V in spite of brake pedal being
pressed/not pressed
• The sensor output voltage has continued to
12V in spite of brake pedal being
pressed/not pressed
• Main or redundant switch is not working.
Reaction
• System lamp will be off.
• Cruise control will not work.

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Brake switch-March 06
 P-1792
P-1791

Automotive Sector

Test Procedure Brake switch --

Codes: P-01792, P-1791

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
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Brake switch-March 06
 P-1792
P-1791

Automotive Sector
3. Verify that either P1791 or P1792 are present.
Disconnect the brake switch connector.
• Turn Ignition ON and check the supply voltage to brake switch tow point
connector.
• It should be 12 V when Ignition ON
• Is it?

Yes No

Turn the Ignition OFF Check the 15 Amp fuse after the main
relay
Connect the brake connector Check the supply to K01 & K05
(Fuses of K01 & K05)
Check the voltage at K80 of ECU input Repair connections as necessary
pin when the brake is in released
position

When the brake pedal is pressed then it

should be checked at K17
It should be 12 V Clear codes & verify.
Is it?

Yes No

Replace the brake switch with known Turn Ignition OFF

good component
Check for error Remove brake switch connection &
check continuity between terminal K17
& K80 with brake switch connector
Clear the error memory Is it OK?

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Brake switch-March 06
 P-1792
P-1791

Automotive Sector
No Yes

Repair the connection as necessary. Replace the brake switch with known
good component
Clear the error and verify.

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Brake switch-March 06
 P-0704

Automotive Sector
Clutch Switch –

DTC Diagnostic item

P-0704 Clutch signal is not plausible

Description
The clutch signal is acquired as a hardware signal. The signal is checked for
plausibility using gear information. Error is detected, if there is a valid gear change
without the clutch being pressed during the time that elapsed since the last gear
change.

DTC detection condition Probable cause

Normal Operation
• The clutch switch outputs a voltage, which • Open, shorted, loose or
corresponds to the clutch position. wrong connections of
• The ECU checks whether this voltage is brake switch Wiring.
within a specified range (0 or 12V). • Clutch switch failed or
maladjusted.
Normal Operating Requirements: • Clutch switch damage or
• Ignition switch: ON faulty.
• Malfunction lamp: OFF after 2 Sec
• Battery voltage is 8V –16V.

Malfunction
• The sensor output voltage has continued to
be 0V in spite of clutch pedal being
pressed/not pressed.
• The sensor output voltage has continued to
12V in spite of clutch pedal being
pressed/not pressed.
Reaction:
• System lamp will be off.
• Cruise control will not work.

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Clutch switch-March 06
 P-0704

Automotive Sector

IC Main 14PFT

15 Amp
Br-B
4 K58
4
R G Br-B

Clutch switch
ECU
(normally closed)

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Clutch switch-March 06
 P-0704

Automotive Sector

Test Procedure Clutch switch –

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
3. Verify that error P0704 is present.

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Clutch switch-March 06
 P-0704
Automotive Sector
Verify that no error related to vehicle speed (vehicle speed sensor related) is
present. If present, first attend to those complaints then verify if the error P0704 is
present and then proceed.
Disconnect clutch switch connector
Turn the ignition ON
Check supply voltage to clutch switch on connector.
It should be 12 V, when Ignition is ON. Is it?

Yes No

Turn Ignition OFF Check the 15 Amp fuse after the main
relay ( this fuse also controls EGR &
Brake switch)
Connect the clutch switch connector Check the supply to K01 & K05
Check the voltage at K 58 of the ECU Repair the connections as necessary
pin, when the clutch is in released
condition.
It should be 12 V Clear codes & verify
Is it ?

Yes No

Clear the codes & verify. Turn Ignition OFF

If the problem persist, replace with a Remove clutch switch connection &
known good switch check continuity between terminal K58
with clutch switch connector.
Clear the codes & verify Is it OK?

No Yes

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Clutch switch-March 06
 P-0704

Automotive Sector

Repair the connection as necessary. Replace the clutch switch with known
good component
Clear the error memory & verify

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Clutch switch-March 06
 P-162A

Automotive Sector

Communication Monitoring

Description: Communication between controller and power stage inside

the ECU is not OK

DTC Diagnostic item

P-162A Communication error of CJ940

Reaction: The System Check lamp will be continuously ON.

Test Procedure:

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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Communication Monitoring-March 06
 P-1659

Automotive Sector

Controller and TPU Monitoring

Description: Controller and Time processing unit out of sync

DTC Diagnostic item

P-1659 Deviation between TPU and system time

Reaction: The System Check lamp will be continuously ON.

Test Procedure:

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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Controller & TPU Monitoing-March 06
 P-165E
P-165F
P-1660
P-1661
Automotive Sector
Coolant overheat Lamp -power stage

DTC Diagnostic item

P-165E Short Circuit to Battery
P-165F Short Circuit to Battery
P-1660 No Load
P-1661 Excess Temperature

DTC detection condition Probable cause

Normal operation
• When ignition is ON coolant overheat lamp
will be ON & OFF after 2 sec. • Open short circuit to
• When coolant temperature crosses the set battery or ground.
value lamp will glow. • Wrong connection for
coolant overheats lamp
Malfunction circuit.
• Coolant overheat lamp will not respond,
during the lamp test.
• Show wrong display.

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Coolant overheat lamp-March 06
 P-165E
P-165F
P-1660
P-1661
Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
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Coolant overheat lamp-March 06
 P-165E
P-165F
P-1660
P-1661
Automotive Sector
3. Verify that either P1660 or P1661 or P165E or P165F is present.

• Switch off the Ignition

• Check the connection to the coolant overheat lamp.
• Check the continuity between ECU terminal K94 with overheat lamp.
• Is it OK?

Yes No

Switch ON the Ignition Repair the connection

Check if the supply is coming to the Clear codes and verify that the overheat
overheat lamp lamp is working correctly.
Is it OK

Yes No

Lamp failure. Repair the connection.

Change the lamp Check the 15 Amp fuse ( cluster lamp
fuse)
Clear codes and verify that the coolant overheat lamp is working properly

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Coolant overheat lamp-March 06
 P-0118
P-0117

Automotive Sector
Coolant Temperature Sensor

Description: The Water temperature sensor (WTF) is located in a coolant

passage of the cylinder head. The WTF sensor is a variable resistor whose
resistance changes as the temperature of the engine coolant flowing past the
sensor changes. When the coolant temperature is low, the sensor resistance
is high; when the coolant temperature is high, the sensor resistance is low.
The ECU checks WTF voltage and uses the information to help smoothen
the engine operation.

DTC Diagnostic item

P-0118 Voltage above upper limit
P-0117 Voltage below lower limit

DTC detection condition Probable cause

Background
• The engine coolant temperature sensor • Open or shorted
converts the engine coolant temperature to a Engine Coolant
voltage and outputs it. Temperature sensor
• The ECU checks whether the voltage is circuit, or loose or
within a specified range. In addition, it checks wrong connection
that the engine coolant temperature (signal) • Engine Coolant
does not drop while the engine is warming up. Temperature sensor
failed.
Malfunction; out-of-range
• Sensor output voltage has continued to be 5V
or higher for 4 sec.
• Sensor output voltage has continued to be
0.1V or lower for 4 sec.

Reaction:
• System lamp will be on.
• Engine will continue to run with water
temperature of 120 deg C.

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Coolant temp sensor-March 06
 P-0118
P-0117

Automotive Sector

ECU
A 58 A41

W-R R-G

2
1

Coolant Temperature Sensor

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Coolant temp sensor-March 06
 P-0118
P-0117

Automotive Sector

Test Procedure Coolant Temperature Sensor --

Codes: P-0118, P-0117,

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON

• Verify DTC P0118 or P0117 are present.

• Turn the Ignition OFF
• Disconnect the CTS connector.
• Turn Ignition ON and check the voltage between CTS’ signal terminal 1
and ground.
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Coolant temp sensor-March 06
 P-0118
P-0117
Automotive Sector
• It should be 5 V when Ignition ON
• Is it?

Yes No

Turn the Ignition OFF Open or short between CTS signal

terminal 1 and ECU
Measure continuity between A 58 of Repair as necessary.
ECU & connector terminal 1
Measure continuity between A 41 of
ECU & connector terminal 2
Is it OK

Yes No

Connect CTS connector Open or short between CTS signal

terminal 1 and ECU
Turn Ignition ON Repair as necessary.
Check the voltage of CTS
Is it as per specification

Yes No

Poor terminal contact due to oxidation, Temporarily install a known good CTS
bent or misplaced terminal and check for proper operation.
Repair as necessary If problem is corrected, replace CTS.

• Return vehicle to original condition. Clear all DTC.

• Verify by driving vehicle with “Insight” connected and monitor for
error codes.
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Coolant temp sensor-March 06
 P-0577
P-0576
P-0575

Automotive Sector

Cruise Control

DTC Diagnostic item

P-0577 SRC MAX error for analog signal
P-0576 SRC MIN error for analog signal
P-0575 Plausibility error for analog signal

DTC detection condition Probable cause

Normal operation
• When vehicle is running, no clutch & brake is • Open, shorted or
pressed, by pressing cruise control switch wrong connection of
vehicle will go into cruise mode. cruise control circuit.
• Pressing resume key vehicle will maintained the • Brake or clutch error
previous set speed. is set into ECU.
• Pressing set + or Set - vehicle speed can be • Switches are not
adjusted. responding or faulty.
• Pressing OFF switch, vehicle will come out of
cruise mode.

Malfunction
• By pressing any of the cruise control switch
vehicle will not go into cruise mode.
• Vehicle will not respond to set +, Set -, OFF or
resume switch when vehicle is in cruise mode.

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Cruise control-March 06
 P-0577
P-0576
P-0575

Automotive Sector

ECU

K35 K32 K80 K17 K58

W-B
V P-B Br Br-B

Redundant
brake
switch

On/off
On/Off

Set
Set--

Set +
Set +

Main Clutch
Coast/Resume
brake
switch

15A

Coast / Reset
15A

Cruise Battery + Battery +

control
activator

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Cruise control-March 06
 P-0577
P-0576
P-0575

Automotive Sector

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Cruise control-March 06
 P-0577
P-0576
P-0575

Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn the Ignition Switch ON
3. Verify that either P0577 or P0576 or P0575 is present.

• Turn the Ignition OFF/ON to measure the Voltages.

• Check the resistances across all the switches when they are activated

Parameter Resistance Voltage

No key pressed 4.323 K Ώ 4.35 V
ON/OFF 150 Ώ 0.9823 V
Coast/Reset 1.63 K Ώ 3.61 V
Set + 810 Ώ 2.845 V
Set - 420 K Ώ 2.035 V

Do the switch show the above value?

Yes No

Switch ON the Ignition Switches are faulty.

Check if there is any error of the brake Replace the switch with a new good part
& clutch switch set. Clear them
Is there any other error present. Clear codes & verify

Yes No

Diagnose the error & clear it Check the connection of ECU terminals
K 35 & K32 and the cruise control
switch connections
Clear codes & verify that the cruise control is functioning properly.
Is it OK?

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Cruise control-March 06
 P-0577
P-0576
P-0575

Automotive Sector

Yes No

Check for any short or intermittent Repair the connections

connections
Repair it Clear codes & verify that the cruise
control is working properly.
Clear codes & verify that the cruise
control is working properly.

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Cruise control-March 06
 P-1638

Automotive Sector

ECU Monitoring

Description: Monitoring module inside ECU reports a defect

DTC Diagnostic item

P-1638 Set, if error-counter of Watchdog or controller are not plausible or
the system must shut down

Reaction: The System Check lamp will be continuously ON.

Engine will shut down

Test Procedure:

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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ECU Monitoring-March 06
 P-162B
P-162C
P-162D

Automotive Sector
EEPROM Monitoring

Description: EEPROM storage device inside ECU is not OK

DTC Diagnostic item

P-162B EEPROM: error during last read operation
P-162C EEPROM: error during last write operation
P-162D EEPROM: default value used

Reaction: The System Check lamp will be continuously ON.

Test Procedure:

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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EEPROM Monitoring-March 06
 P-0406
P-0405
P-0403
P-0404
Automotive Sector
EGR power stage

DTC Diagnostic item

P-0406 Short Circuit Battery
P-0405 Short Circuit Ground
P-0403 No Load
P-0404 Excess Temperature
Description
A pulse-width-modulated signal is output for the Exhaust Gas Recirculation
actuator control. Converting the air control output into duty cycle carries this out.
The possible defects are short circuit to battery, ground & no load.

DTC detection condition Probable cause

Background
• The ECU checks current flows in the EGR • Open or shorted
solenoid drive circuit when the solenoid is EGR solenoid
ON and OFF. circuit, loose or
Range of check, set conditions. wrong connection.
• When the EGR solenoid is turned OFF, no • EGR solenoid failed
surge voltage is detected. • EGR control vacuum
is too low
Normal operation
• When engine is running per the EGR mapping.
• System lamp off after 2 sec.

Malfunction
• EGR valve will remain open in case of short
circuit to ground fault & remain closed for other
fault conditions.

Reaction
• System lamp will blink in case of short circuit to
ground condition i.e.P0405.For all other fault
condition (related to EGR) lamp will be OFF.
• Emission will affect.

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EGR-March 06
 P-0406
P-0405
P-0403
P-0404
Automotive Sector

*- Twisted pair

Codes: P-0406, P-405, P-403, P404

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
3. Verify that either P0406 or P0405 or P0403 or P0404 are present.

• Disconnect the EGR control solenoid valve connector.

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EGR-March 06
 P-0406
P-0405
P-0403
P-0404
Automotive Sector
• Turn Ignition ON
• Check the voltage between Ground & EGR control solenoid, valve harness
connector terminal. Battery voltage should be present.
• It should be 12 V when Ignition ON
• Is it?

Yes No

Turn Ignition OFF Verify that the 15 Amp fuse is OK (

same fuse is also used for brake & clutch
switch)
Disconnect the EGR control solenoid Repair open or short to Ground on wire
between ECU control relay & EGR
control solenoid valve
Disconnect the ECU connector Clear codes & verify
Check the continuity of the EGR
connector with ECU terminal A 60
Is it OK

Yes No

Are the connectors OK ( check for bent Rectify the wiring/

pins or oxidation)
Clear codes & verify

Yes No

Replace EGR solenoid with known Rectify the wiring harness

good components
Clear codes & verify EGR solenoid is within limits
If problem persist, replace EGR
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EGR-March 06
 P-160C
P-160D
P-160E

Automotive Sector
Error path for the Tachometer signal

DTC Diagnostic item

P-160C Short Circuit to Battery
P-160D Short Circuit to Ground
P-160E No Load

DTC detection condition Probable cause

Normal operation
• When ignition is ON system lamp will be • Open, shorted or wrong
switch OFF after 2sec. connection of
• When engine is running it will show tachometer circuit.
corresponding engine speed on dash panel.

Malfunction
• When engine is running it wouldn't show
corresponding engine speed on dash panel.

Reaction
• No impact on vehicle performance. Only
engine speed indication on dash panel can
not be seen.

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Error Path for Tachometer signal-March 06
 P-160C
P-160D
P-160E

Automotive Sector

Test Procedure Tachometer signal

1. Connect the Insight to diagnostic connector
2. Turn Ignition Switch ON
3. Verify that either P160C or P160D or P160E is present.

• Turn the Ignition OFF.

• Disconnect the tachometer connector from the cluster connections.
• Check the continuity between the ECU connector terminal K48 and cluster
tachometer connections.

• Is it OK?
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Error Path for Tachometer signal-March 06
 P-160C
P-160D
P-160E

Automotive Sector

Yes No

Check if any other error is set for speed Repair the connections
sensor and check for short circuit.
Check for short with battery or Ground Clear codes & verify that signal is as per
the limit.
Is it?

Yes No

Correct the error and check for Repair cluster connection’s, or they are
tachometer error is not available. not connected properly
Clear codes & verify signal is as per the limit.

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Error Path for Tachometer signal-March 06
 P1608
P1609
P160A
P160B
Automotive Sector

Error path of coolant temperature output

Description
The component driver for the coolant temperature outputs the variable as a PWM
signal to the power stage. (Output on the cluster) In normal operation, the PWM
power stage is tested for short circuit to battery, to ground, open circuit and excess
temperature.

DTC Diagnostic item

P-1608 Short circuit to battery
P-1609 Short circuit to ground
P-160A No load
P-160B Excess temperature

DTC detection condition Probable cause

Normal Operation • Open or shorted
• The coolant temperature output voltage, Engine Coolant
which is given to the cluster from ECU as an Temperature output
output. sensor circuit, or
• The ECU checks whether this voltage is loose or wrong
within a specified range (0 or 5V). connection.

Normal Operating Conditions

• Ignition switch: ON
• System lamp: OFF after 2 Sec

Malfunction
• No indication of water temperature on the
instrument cluster.

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Error path of coolant temperature output-March 06
 P1608
P1609
P160A
P160B
Automotive Sector

Test Procedure Coolant temperature output --

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that the either of the error codes P1608 or P1609 or P160A or P160B is
present.

Turn the Ignition OFF

• Remove the cluster connections of the coolant temperature indicator.

• Check the continuity between coolant temperature output connector with K29
of the ECU.
• Is it OK?

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Error path of coolant temperature output-March 06
 P1608
P1609
P160A
P160B
Automotive Sector

Yes No

Check the cluster lamp fuse Open or short between coolant

temperature output & ECU K29
Check the temperature value in Repair as necessary
Insight.Compare it with physical
measurements

Check the output at K29 when Ignition

is ON
Is it OK Clear the error & verify.

Yes No

Replace the instrument cluster Clear codes & verify.

Verify DTC with coolant temperature
output

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Error path of coolant temperature output-March 06
 P-1340

Automotive Sector

Error path of offset between camshaft and crankshaft

DTC Diagnostic item

P-1340 Offset between camshaft and crankshaft

DTC detection condition Probable cause

Normal operation
• Engine is being cranked & started. • Mounting of phase
sensor, speed sensor or
Malfunction flywheel is loose.
• Normal signal pattern has not been input for • Manufacturing defect.
cylinder identification from the crankshaft • Sensors faulty or
position sensor signal and camshaft position damaged.
sensor signal for 4 sec.
• No synchronization between crankshaft &
camshaft signal.

Reaction
• Engine is not being cranked.
• System lamp will continuously ON.

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Offset between camshaft & crankshaft-March 06
 P-1340

Automotive Sector

Segment Speed Sensor (camshaft sensor)

Sensor R-L ECU

3 A 11
Vs
Vs
2 R-G
A50

Signal
1 G A20

GND.

Vs= Supply voltage- 5V

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Offset between camshaft & crankshaft-March 06
Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that P1340 is present.
Turn the Ignition OFF.
Disconnect the camshaft & also the crankshaft sensors.
Is it OK?

Yes No

Check the flywheel mounting Correct the mounting

Check the wiring harness continuity Clear codes & verify that the signal is
between the cam sensor to ECU & also within limit
the cranks sensor to ECU

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Offset between camshaft & crankshaft-March 06
Automotive Sector
Flywheel mounting is OK

Yes No

Check for any manufacturing defects Correct the mounting.

Clear codes & verify that the signal is Clear codes & verify that the signal is
within limit within limit
If it is not in limit, change the
corresponding sensor

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Offset between camshaft & crankshaft-March 06
 P-1530
P-1531
P-1532
P-1533
Automotive Sector

Fault path of air condition power stage

DTC Diagnostic item

P-1530 Short circuit to battery
P-1531 Short circuit to ground
P-1532 No load
P-1533 Excess temperature

Description: The A/C compressor routes the A/C compressor control signal to the
digital power stage output. The power stage is monitored. An error such as short
circuit, open circuit or excess temperature, occurring at the power stage is reported.
The function routes the control signal for the A/C compressor to the power stage.

DTC detection condition Probable cause for

malfunction
Normal Operation
• AC relay is OFF when the AC switch &
blower switch is OFF. • No AC gas available.
• The ECU checks whether AC switch is ON • AC relay is not
then it will try to switch ON the AC relay working.
provided blower is ON. • Open or shorted AC
• When AC relay is energized then it will circuits, loose or wrong
switch ON the AC compressor. connections.
• Compressor is not
Normal Operation
working
• Ignition switch: ON
• ECU AC circuit faulty.
• Engine is ON
• System lamp: OFF after 2Sec
• Battery voltage is 8V –16V.
• AC switch & blower switches are ON.
Malfunction
• ECU not recognizing 12V when AC switch is
ON.
• ECU output to AC relay has continued to
0.5V or more.
Reaction
• System lamp will blink continuously.
• AC will not work.
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Air condition power stage-March 06
 P-1530
P-1531
P-1532
P-1533
Automotive Sector
1. Connect the Insight to diagnostic connector
2. Turn the Ignition Switch ON
3. Verify that either P1530 or P1531 or P1532 or P1533 are present.

• Check that all the AC connections are fitted.

• Check the AC charging.
• Check that the AC & compressor relay are both functioning properly
• Is it OK?

Yes No

Turn the Ignition OFF If needed change the relay & repair the
connections
Measure continuity between K54 and Clear codes & verify
AC switch & AC relay.
Measure continuity between K 70 of
ECU relay.
Is it OK

Yes No

Switch ON the Ignition. Check the fuses ( 15 Amp AC fuse)

Switch ON the AC switch. If required , replace it
Check the voltage between the ECU Repair the connections
terminal K54 & Ground

Also check the voltage between K70 &

ground.
At K70- Gnd. It should be 0 Volts when Clear codes & verify that AC is working
in OFF condition and 12 Volts when in properly.
ON condition.
Switch on the blower
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Air condition power stage-March 06
 P-1530
P-1531
P-1532
P-1533
Automotive Sector
Check the voltage between K 70 &
ground.
It should show 0 Voltage
Is it OK

Yes No

Check AC compressor connections & Repair the connections as per the circuit
supply diagram.
Clear codes & verify AC is working Clear codes & verify AC is working
properly.

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Air condition power stage-March 06
 P-0182
P-0183

Automotive Sector
Fuel Temperature Sensor
DTC Diagnostic item
P-0182 Voltage above upper limit
P-0183 Voltage below lower limit

Description:
Fuel temperature sensor acquires the raw value of the fuel temperature. The raw
value is linearised and monitored for compliance with the signal range.

DTC detection condition Probable cause

Background
• The fuel temperature sensor converts the • Open or shorted Engine
engine fuel temperature to a voltage and fuel temperature sensor
outputs it. circuit, loose or wrong
• The ECU checks whether the voltage is connection
within a specified range. • Fuel temperature sensor
failed.
Malfunction; out-of-range
• Sensor output voltage has continued to be 5V
or higher for 4 sec.
• Sensor output voltage has continued to be
0.1V or lower for 4 sec.
Reaction
• System lamp will blink continuously.
• Engine will run with default fuel temp of 20
Deg C.

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Fuel temprature sensor-March 06
 P-0182
P-0183

Automotive Sector
ECU

A 52

W G

1 2

Fuel Temperature Sensor

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Fuel temprature sensor-March 06
 P-0182
P-0183

Automotive Sector
Test Procedure Fuel Temperature Sensor –

Codes: P-0182, P-0183

1. Connect the Insight to diagnostic connector
2. Turn the Ignition Switch ON
3. Verify that either P0182 or P0183 are present.

• Turn the Ignition OFF

• Disconnect the FTS connector.
• Turn the Ignition ON and check the voltage between FTS’ signal terminal 1 and
ground.
• It should be 5 V ± 0.3 when Ignition ON
• Is it?

Yes No

Turn the Ignition OFF Open or short between FTS signal

terminal 1 and ECU
Measure continuity between A 52 of Repair as necessary.
ECU & connector terminal 1
Measure continuity between A 51 of
ECU & connector terminal 2
Is it OK

Yes No

Connect FTS connector Open or short between FTS signal

terminal 1 and ECU
Turn Ignition ON Repair as necessary.
Check the voltage of FTS ( at A51 &
A52)
Is it as per specification
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Fuel temprature sensor-March 06
 P-0182
P-0183

Automotive Sector

Yes No

Poor terminal contact due to oxidation, Temporarily install a known good FTS
bent or misplaced terminal and check for proper operation.
Repair as necessary If problem is corrected, replace FTS.

• Return vehicle to original condition. Clear all DTC.

• Verify by driving vehicle with “Insight” connected and monitor for error codes.

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Fuel temprature sensor-March 06
 P-1887
P-1888
P-1889
P-1890
Automotive Sector
Glow control relay actuator

DTC Diagnostic item

P-1887 Short Circuit to Battery
P-1888 Short Circuit to Ground
P-1889 No Load
P-1890 Excess temperature

DTC detection condition Probable cause

Normal operation • Open, shorted or
• When ignition is ON after 2 seconds the system wrong connection
lamp will switch OFF. of glow circuit.
• When Ignition is ON glow relay will switch ON • Fuse is blown.
& switch OFF after 10 sec. (If temp. is lesser • Relay is not
than 0 Degree Centigrade) working.
• Glow relay will get energized as per the logic in
the ECU.

Malfunction
• When ignition is ON system lamp will be ON.
• Relay will not get energized as per ECU logic.

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Glow control relay actuator-March 06
 P-1887
P-1888
P-1889
Automotive Sector P-1890

Test Procedure –

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P-1888 or P-1889 or P-1890 or P1887 is present.

• Check the 15 Amp fuses. If defective, replace.

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Glow control relay actuator-March 06
 P-1887
P-1888
P-1889
P-1890
Automotive Sector
• Check when the Ignition ON the Glow lamp is ON (Check lamp check: the
system lamp & the overheat lamp should come On for 2 seconds and then go
off)
• If not On then check lamp & replace
• Check the insertion of glow plug & glow relays.
• Is it OK?

Yes No

Check the ECU between the ECU Repair the terminal of the glow plug &
terminal K 93 and terminal 85 of the relay
relay
When the supply is ON the supply is Clear codes & verify that the glow plugs
coming to terminal 86 & 30 of the relay. are working properly.
Check the 60 Amp fuse, if faulty,
replace fuse.

Yes No

Check as per the glow plug logic that Repair the connection
the glow plug’s are working. ( the glow
plug light will glow ON for 15 seconds)
Check the relay is energizing. Clear codes & verify.
Is it OK

Yes No

Loose or intermittent connections Relay is defective.

Repair connection Change the relay
Clear codes and verify that it is working properly

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Glow control relay actuator-March 06
 P-1623
P-1625
P-161F
P-1621
Automotive Sector

Injector Energizing time

Description: Controller not able to control power stage
DTC Diagnostic item
P1623 Below lower limit of enegizing time- Injector # 1
P1625 Below lower limit of enegizing time- Injector # 2
P161F Below lower limit of enegizing time- Injector # 3
P1621 Below lower limit of enegizing time- Injector # 4

Reaction: The System Check lamp will be Off.

Vehicle speed may drop.
Test Procedure –

1. Pl. confirm IMA codes are flashed.

2. Confirm no fuel leakage in low & high pressure circuit.
3. Check the continuity for the high & low sides.
4. Confirm battery voltage is above 10V.
5. Ensure fuel filter is not clogged. (Service interval followed as per schedule)
6. Check with swapping Injector.
7. If still error persists change the injector.

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Injector energizing time-March 06
 P-1210
P-1211
P-1212
P-1213
Automotive Sector P-1214
P-1215
Injector power stage- chip specific errors P-1216
P-1217
Description: Injector power stage inside ECU defective

DTC Diagnostic item

P-1210 Chip-specific errors : CY33X internal reset / clock loss / under
voltage
P-1211 Chip-specific errors: CY33X is unlocked / CY33X init error
P-1212 Chip-specific errors:CY33X is in Test mode
P-1213 Chip-specific errors: CY33X SPI communication error
/checksum/read back
P-1214 Chip-specific errors ->CY33X internal parity error
P-1215 Chip-specific errors ->CY33X internal program flow error
P-1216 Chip-specific errors ->CY33X check of inv. YSEL during ON
failed
P-1217 Chip-specific errors ->CY33X ON timeout for at least 1 cylinder

Reaction: The System Check lamp will be continuously ON.

Engine stops.

Test Procedure –

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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Injector power stage-March 06
Automotive Sector

K line: Diagnostic connector

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K Line-March 06
Automotive Sector

Connect the diagnostic “Insight “ to the DLC.

Turn the Ignition ON.
Check for the connection on the Simputer
Is it OK?

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K Line-March 06
Automotive Sector

No Yes

Remove the diagnostic tester from the Diagnostic connector is OK.

connector
Switch on the Ignition
Check the voltage of the pin no 4/5 & 7
of the connector ( It should show 12
Volts when Ignition is ON and show 0
Volts when Ignition is switched OFF.
Is it OK?

No Yes

Check connectivity between K25 and Check the voltage between the
diagnostic connector pin no 7 connector pins10 & pin 4/5. It should
show 12 V continuously
If is not OK, then repair If it is not showing , repair the
connection
Check the voltage Otherwise it indicates
less/poor/intermittent contact
Is it OK Repair

Yes No

Connect diagnostic tester & confirm Diagnostic hardware is faulty.

Change the hardware

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K Line-March 06
 P121A
P121B

Automotive Sector

Main relay

DTC Diagnostic item

P-121A Main relay does not open in time
P-121B Main relay opens too early

DTC detection condition Probable cause

Normal operation
• While cranking engine will start properly. • Open, shorted or wrong
connection of main relay.
Malfunction • Main relay fuse is blown.
• Supply will not come to ECU input. • Relay is not working

Reaction
• Engine will not start.
• No communication with diagnostic tester.

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Main Relay-March 06
 P121A
P121B

Automotive Sector

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Main Relay-March 06
 P121A
P121B

Automotive Sector
Engine not cranking- diagnostic tester not responding.

Turn the Ignition OFF.

Check battery voltage. It should be greater than 8 Volts
Check the 30 Amp fuse

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P121A or P121B is present.

• Ensure that the main relay is inserted properly in the connector

• Remove relay.
• Check the relay externally
• Give 12 Volts to terminal 86 and Ground the terminal 85.
• A clicking sound should be heard.
• If the sound is not heard, replace the relay.
• Check if 12 Volts is available at terminal 30,86 & 85.
• With respect to ground, terminal 87 should show 0 Volts
• Is it OK?

Yes No

Switch ON the Ignition Check the wiring harness

Measure at terminal K72 of ECU or Repair the main relay connections (
terminal 85 of the relay. check the 30 Amp fuse)
Is it showing 0 Volts Clear codes & verify that the main relay
is working properly

Yes No

Measure the voltage at ECU terminal Check that the terminal K 28 of ECU is
K05/K01. Or at terminal 87 of the relay showing 12 Volts. If not repair the
connection.
It should show 12 Volts

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Main Relay-March 06
 P121A
P121B

Automotive Sector

Yes No

Clear codes and verify that the main Replace the relay with a known good
relay is working properly component.
Clear codes and verify that the main
relay is working properly

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Main Relay-March 06
 P-1252
P-1253
P-1250
P-1251
Automotive Sector

Metering unit pump -Power stage

DTC Diagnostic item

P-1252 Short Circuit to Battery
P-1253 Short Circuit to Ground
P-1250 No Load
P-1251 Excess Temperature

DTC detection condition Probable cause

Normal operation
• When ignition is ON pump is getting supply • Open, shorted or wrong
from ECU connection of pump
• Engine is starting properly. circuit.

Malfunction
• When ignition is ON pump is not getting PWM
signal from ECU.

Reaction
• Engine is not starting & error is recorded in ECU
error memory.
• Fuel output is not available from pump.
• System lamp will remain ON.

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Metering unit -March 06
 P-1252
P-1253
P-1250
P-1251
Automotive Sector

High Pressure Pump (with fuel metering unit)

ECU

A19 A 49

W
Y

2 1 Twisted pair wires

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Metering unit -March 06
 P-1252
P-1253
P-1250
P-1251
Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P-1252 or P-1253 or P-1250 or P-1251 is present.

• Check the connections to the pump.

• Check that the connections are connected correctly; and that it is not connected
in reverse way.
• Disconnect the pump and ECU connectors.
• Check the continuity between the ECU terminal A19 and pump terminal 2
• Check the continuity between the ACY terminal A49 with pump terminal 1
• Is it OK?

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Metering unit -March 06
 P-1252
P-1253
P-1250
P-1251
Automotive Sector

Yes No

Check the continuity of ECU connector Check for terminal contamination.

terminal A49 and A19 with Battery +ve Repair the connection.
and Ground.
Is it OK? Clear codes and verify that the error has
been eliminated.

No Yes

Error observed due to loose/ intermittent There is a possibility of short circuit of

battery to ground
Ensure that the connections are proper Repair the connections
Clear codes and verify the error Clear codes & verify.

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Metering unit -March 06
 P-1664

Automotive Sector

Monitoring module communication Monitoring

Description: Communication failure with monitoring module.

DTC Diagnostic item

P-1664 The fault path contains the supervision of the SPI-Handler
Set, if SPI-communication failed

Reaction: The System Check lamp will be continuously ON.

Test Procedure –

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present.
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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Monitoing Module communication monitoring-March 06
 P-1641
P-1642
P-1643

Automotive Sector

Power Stage Monitoring

Description: Controller not able to control power stage
DTC Diagnostic item
P-1641 Test of redundant shut off paths during initialization: Watch dog
switch off path defect
P-1642 Test of redundant shut off paths during initialization: Voltage
monitoring upper limit shut off path defect
P-1643 Test of redundant shut off paths during initialization: Voltage
monitoring lower limit shut off path defect

Reaction: The System Check lamp will be continuously ON.

Test Procedure –

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M

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Power stage monitoring- March 06
 P-1631
P-1632

Automotive Sector

Power stage voltage Monitoring

Description: Over / Under voltage to power stage detected

DTC Diagnostic item

P-1631 (Hardware) CJ940 upper limit: internal supply voltage upper limit
P-1632 (Hardware) CJ940 lower limit: internal supply voltage lower limit

Reaction: The System Check lamp will be continuously ON.

Test Procedure –

1. Switch ON Ignition
2. Using diagnostic tester, clear the ECU faults
3. Switch OFF Ignition key and wait for 2 minutes
4. Switch ON Ignition
5. Using diagnostic tester check whether any of the above mentioned fault is
present
6. If fault is still present, switch OFF ignition
7. Replace the ECU with a new one and repeat steps 4 & 5
8. If fault is not present in the new ECU, then the old ECU is defective and has to
be sent back to M&M.

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Power stage voltage monitoring-March 06
 P-0193
P-0192

Automotive Sector
Rail Pressure Sensor

DTC Diagnostic item

P-0193 Voltage above upper limit.
P-0192 Voltage below lower limit.

DTC detection condition Probable cause

Normal operation • Open, shorted or wrong
• When ignition is ON rail pressure sensor getting connection of rail
supply from ECU. pressure sensor circuit.
• ECU reads the rail pressure in terms of voltage. • Rail pressure sensor
• Engine is starting properly. failed.
• Building pressure in rail.

Malfunction
• Rail pressure output voltage is below

Reaction
• When ignition is ON system lamp is glowing.
Engine is not starting & error is set in ECU
Error memory.

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Rail pressure sensor-March 06
 P-0193
P-0192

Automotive Sector

ECU

A28 A43 A08

O-B R O

3 2 1

V cc V out GND

Rail Pressure Sensor

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Rail pressure sensor-March 06
 P-0193
P-0192

Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P-0193 or P-0192 is present.

• Switch off the Ignition

• Disconnect the camshaft sensor connector.
• Turn ON the Ignition.
• Measure the voltage between the supply and the ground of the Rail pressure
sensor (Pin no 1 & 3 of the RPS connector).
• It should be 5 ± 0.3 Volts
• Is it?

Yes No

Check the continuity between the ECU Repair the wire.

terminal A28 & pin no 3 of the RPS.

Continuity between the ECU terminal

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Rail pressure sensor-March 06
 P-0193
P-0192

Automotive Sector
A43 & pin no 2 of the RPS
Is it OK? Clear the error codes & verify

Yes No

Connect the rail pressure sensor Repair the wire.

connector to sensor. (Check for pins contamination)
Switch ON the Ignition Clear the error codes & verify
Check the output of the RPS ( Should be
in range of 500 to 700 mVolts
Is it?

Yes No

Change the engine speed and check the Rail pressure sensor has failed.
corresponding increase in RPS value

( This can be done using the live data in Change the Rail assembly ( RPS is not
the “Insight”) serviced separately)
Is there a change in the RPS Clear codes & verify

Yes No

Clear codes & verify Replace rail.

Clear codes & verify.

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Rail pressure sensor-March 06
 P-1644
P-1645

Automotive Sector

Sensor supply monitoring 1

DTC Diagnostic item

P-1644 Voltage above upper limit
P-1645 Voltage below lower limit

DTC detection condition Probable cause

Normal Operation
The ECU monitors the supply voltage to camshaft
phase sensor, and accelerator pedal ( APP1)

Malfunction
The voltages are beyond the range.

Reactions

System lamp status for this error is ON.

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Sensor supply monitoring 1-March 06
Automotive Sector

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Sensor supply monitoring 1-March 06
 P-1644
P-1645

Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P-1644 or P-1645 is present.

• This is related to the cam shaft sensor supply & also APP1 supply voltage
• Check the connection of the cam shaft sensor supply & accelerator pedal
connector
• Is it OK?

Yes No

Remove the sensor connections of the Repair the connection

camshaft sensor & the Accelerator pedal
Clear the error Clear codes and verify.
If the error heals then the problem may
be due to poor connection
Does it heal?

No Yes

Clear the codes & verify. Check the continuity between the ECU
connector A11 and the camshaft
terminal 3
Between ECU connector K 45 and
Accelerator pedal Terminal 2
Repair the connection
If the error is still present, then the ECU Reconnect everything
is suspect.
Replace ECU with a known good one. Clear codes and check camphase sensor
Clear codes & verify. and Accelerator pedal are working
properly.
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Sensor supply monitoring 1-March 06
 P-1646
P-1647

Automotive Sector

Sensor supply monitoring 2

DTC Diagnostic item

P-1646 Voltage above upper limit
P-1647 Voltage below lower limit

DTC detection condition Probable cause

Normal Operation
The ECU monitors the supply voltage to Rail
pressure sensor, HFM and accelerator pedal (APP
2)

Malfunction
The voltages are beyond the range.

Reactions

System lamp status for this error is ON. The ECU

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Sensor supply monitoring 2-March 06
Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P-1646 or P-1647 is present.
• This is related to the rail pressure sensor, HFM and APP2 supply voltage
• Check the connection of the rail pressure sensor, HFM & accelerator pedal
connector
• Is it OK?

Yes No

Remove the sensor connections of the Repair the connection

Rail pressure sensor , HFM & the
Accelerator pedal
Clear the error Clear codes and verify.

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Sensor supply monitoring 2-March 06
 P-1646
P-1647

Automotive Sector
If the error heals then the problem may
be due to poor connection.
Does it heal?

No Yes

Clear the codes & verify. Check the continuity between the ECU
connector A29 and the HFM terminal 4
Check the continuity between the Rail
pressure connector terminal 3 and
terminal A14 of the ECU
Check the continuity of between
terminal 1 of the Accelerator pedal
(APP2) and K 46 of the ECU
Repair the connection
If the error is still present, then the ECU Reconnect everything
is suspect.
Replace ECU with a known good one. Clear codes and verify.
Clear codes & verify.

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Sensor supply monitoring 2-March 06
 P-1654
P-1655
P-1656
P-1657
Automotive Sector

System lamp -Power Stage fault status

DTC Diagnostic item

P-1654 Short Circuit to Battery
P-1655 Short Circuit to Battery
P-1656 No Load
P-1657 Excess Temperature

DTC detection condition Probable cause

Normal Operation
• When Ignition is switched ON the system lamp • Open, shorted or wrong
will glow ON for 2 sec. connection of system
• It will switch OFF if no error is set. lamp circuit.

Malfunction
• When ignition is switched ON the system lamp
does not glow ON.

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System lamp-March 06
 P-1654
P-1655
P-1656
P-1657
Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P1654 or P1655 or P1666 or P1667 is present.
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System lamp-March 06
 P-1654
P-1655
P-1656
P-1657
Automotive Sector

• Switch off the Ignition

• Disconnect the camshaft sensor connector.
• The connections to the system lamp.
• Check the continuity between the ECU terminal K71 with system lamp
• Is it OK?

Yes No

Turn the Ignition OFF Check the fuse.

Disconnect ECU connector A Repair the wire.
Measure the continuity of Ground Clear the error codes & verify
(between sensor pin no 1 & ECU
terminal A20) in the camshaft phase
sensor harness.
Is it OK?

Yes No

Lamp failure Repair the connection.

Replace lamp Clear codes and verify that the system
lamp is working properly.
Clear codes and verify that the system
lamp is working properly.

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System lamp-March 06
 P-0503
P-0500
P-0501
Automotive Sector
Automotive Sector

Vehicle speed sensing

DTC Diagnostic item

P-0503 Exceeding of the maximum vehicle speed
P-0500 HW signal for vehicle speed not valid
P-0501 Vehicle speed not plausible with injection mass and engine speed

DTC detection condition Probable cause

Normal Operation
• The vehicle speed sensor outputs a pulse • Failed vehicle speed
signal while the vehicle is driven. sensor.
• The ECU checks whether the pulse signal is • Open shorted vehicle-
present. speed sensor circuit,
loose or wrong
connection.
Malfunction
• Sensor output voltage has not changed (No
pulse signal) for 4 sec.

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Vehicle speed sensing-March 06
 P-0503
P-0500
P-0501
Automotive Sector
Automotive Sector

1. Connect the Insight to diagnostic connector

2. Turn Ignition Switch ON
3. Verify that either P0503 or P0500 or P0501 is present.

• Drive the vehicle

• Does the speedometer show the correct value? (Compare the values of
speedometer with the value visible in the “Insight”- use the live data tab in
Insight.)
• Is it OK?

Yes No

Turn the Ignition OFF Repair the cable ( from the pin no 1 to
pin no 5 of the instrument cluster socket-
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Vehicle speed sensing-March 06
Automotive Sector
Automotive Sector

C24)

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Vehicle speed sensing-March 06
 P-0503
P-0500
P-0501

Automotive Sector
Automotive Sector
Inspect the interface between the VSS Clear the error codes & verify
and the speedometer gear in the Gearbox
Is it OK?

Yes No

Disconnect VSS Repair the interface between he

speedometer & the VSS
Disconnect ECU connector Clear codes & verify that VSS signal is
within limit.
Measure the continuity between the
ECU terminal K75 and sensor terminal
3
Is it OK?

Yes No

Check the open circuit between the Repair the wire between VSS connector
sensor Ground & positive supply & ECU terminal
Is it OK Clear codes & verify that VSS signal is
within limit.

Yes No

Verify that the ECU connections are OK Repair short circuit to Ground or
another circuit in wire between VSS
harness connector
If OK replace VSS with a known good Clear codes and verify that the VSS
VSS signal is within range.
Clear codes and verify that the VSS
signal is within range.
If problem persist- replace ECU

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Vehicle speed sensing-March 06
 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
Fault path of air condition power stage blink ☼
AC power stage Short Circuit Battery P-1530 ☼
AC power stage Short Circuit Ground P-1531 ☼
AC power stage No Load P-1532 ☼
AC power stage Excess Temperature P-1533 ☼ TSG
Fault path 1 for air condition pressure off
Air condition pressure: Period Maximum error signal range check P-1800
higher Ø
Air condition pressure: Period Minimum error signal range check P-1801
lower Ø
air condition pressure Duty Cycle Minimum error P-1802 Ø
air condition pressure Duty Cycle Max error P-1803 NA
Fault path 2 for air condition pressure off
air condition pressure entering the Special Operation sector P-1804 Ø
air condition pressure PresDSMDeb1Type P-1805 Ø NA
Fault path for analog air condition pressure off
analog air condition pressure : Voltage above upper limit P-1806 Ø
analog air condition pressure: Voltage below lower limit P-1807 Ø NA
Fault path of air condition power stage off
air condition power stage: CAN Msg. TimeOut error P-1808 Ø
air condition power stage :Non-Plausible CAN Msg. Value P-1809 Ø NA
Error status of ADC monitoring on
ADC monitoring : SRC-High error of ADC reference voltage P-1600
●
ADC monitoring : SRC-Low error of ADC reference voltage P-1601
● Connectors for
ECU
ADC monitoring : Test impulse error P-1602
●
ADC monitoring : ADC queue error P-1603
●
Intake Air Temperature sensor off
Intake Air Temperature sensor: Voltage above upper limit P-0113 Ø
Intake Air Temperature sensor: Voltage below lower limit P-0112 Ø TSG
error path for plausibility check of offset drift of airmass off
plausibility check of offset drift of airmass: airmass ADC raw value P-1101
> threshold high Ø
plausibility check of offset drift of airmass: airmass ADC raw value P-1102
< threshold low Ø
NA
fault path for plausibility check of sensitivity drift of airmass off
plausibility check of sensitivity drift of airmass: airmass ratio is P-1103
higher then threshold high Ø
plausibility check of sensitivity drift of airmass: airmass ratio is P-1104
lower then threshold low Ø
error path for signal range check of airmass blink
signal range check of airmass: Voltage above upper Limit P-0103 ☼ TSG
signal range check of airmass: Voltage below lower Limit P-0102 ☼
fault path of Acclerator Pedal 1 on
Acclerator Pedal 1: Voltage above upper limit P-0123
●
Acclerator Pedal 1: Voltage below lower limit P-0122 TSG
●
plausibility with APP2 violated P-1120
●
fault path of Accelerator Pedal 2 on
Accelerator Pedal 2: Voltage above upper limit P-0223
●
Accelerator Pedal 2: Voltage below lower limit P-0222
● TSG

Scoprio CRDe (All New) System lamp status 1of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
plausibility with APP1 violated P-1220
● TSG
error path of atmospheric pressure sensor blink
atmospheric pressure sensor:Voltage above upper limit P-0108 TSG. (Aft.
☼ Confirming 2-3
atmospheric pressure sensor: Voltage below lower limit P-0107 ☼ times change
atmospheric pressure sensor: Not plausible with boost pressure P-1106 ECU)
sensor ☼
Error path for AccPed and Brake Plausibility on
AccPed and Brake Plausibility: AccPed signal not plausible P-1221
● TSG
AirCtl permanent positive governor deviation off
AirCtl permanent positive governor deviation: Positive governor P-1400
deviation above limit Ø
AirCtl permanent negative governor deviation off
AirCtl permanent negative governor deviation: negative governor P-1401
deviation below limit Ø
fault path for short circuit to battery for BPA power stage off
BPA power stage:Short Circuit Battery P-1604 Ø
fault path for short circuit to ground for BPA power stage off
BPA power stage: Short Circuit Ground P-1605
fault path for no load and excess temparature for BPA power stage
off NA
BPA power stage: No Load P-1606 Ø
BPA power stage: Excess Temperature P-1607 Ø
Error path for Boost pressure sensor off
Boost pressure sensor: Voltage above upper limit P-0235 Ø
Boost pressure sensor:Voltage below lower limit P-0236 Ø
Boost pressure sensor: CAN signal defect P-1235 Ø
Boost pressure sensor: Not plausible with atmospheric pressure P-1236
sensor Ø
battery voltage fault off
battery Voltage above upper limit P-0563 Ø TSG
battery Voltage below lower limit P-0562 Ø
Error path for brake signal off
brake signal is defective P-1791 Ø
brake signals not plausible P-1792 Ø TSG
error path of coolant temperature sensor on
coolant temperature sensor Voltage above upper limit P-0118
●
coolant temperature sensor Voltage below lower limit P-0117
● TSG
coolant temperature sensor Can Msg. value defect P-1119
●
plausibility defect between OTS and CTS P-1121
● NA
error path of coolant temperature output off
coolant temperature output (on dash panel): Short circuit to battery P-1608
Ø
coolant temperature output (on dash panel): Short circuit to ground P-1609
Ø TSG
coolant temperature output (on dash panel): No load P-160A Ø
coolant temperature output (on dash panel): Excess temp. P-160B Ø
Coolant temperature sensor dynamic test off
Coolant temperature sensor dynamic test: Minimum temperature or P-1126
temperature raise no reached whithin time limit Ø NA
error path for Misfire cylinder 1 off
Misfire cylinder 1: number of recognized misfire events above limit P-0301
Ø

Scoprio CRDe (All New) System lamp status 2of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
error path for Misfire cylinder 2 off
Misfire cylinder 2: number of recognized misfire events above limit P-0302
Ø
error path for Misfire cylinder 3 off
Misfire cylinder 3: number of recognized misfire events above limit P-0303
Ø
error path for Misfire cylinder 4 off
Misfire cylinder 4: number of recognized misfire events above limit P-0304
NA
Ø
error path for Misfire cylinder 5 off
Misfire cylinder 5: number of recognized misfire events above limit P-0305
Ø
error path for Misfire cylinder 6 off
Misfire cylinder 6: number of recognized misfire events above limit P-0306
Ø
error path for misfire in multiple cylinders off
misfire in multiple cylinders: number of recognized misfire events P-0300
above limit Ø
physical plausibility DCS off
physical unplausibility of DCS-demand P-180A NA
Ø
diagnostic fault path signals errors of main clutch signal off
CAN clutch signal is not defined P-1705 Ø NA
clutch signal is not plausible P-0704 Ø TSG
Error path for SRC,Plausibility -> Analog signal off
Cruise control key signal : SRC MAX error for analog signal P-0577 Ø
Cruise control key signal : SRC MIN error for analog signal P-0576 Ø TSG
Cruise control key signal : Plausibility error for analog signal P-0575 Ø
Error path for Key stuck -> Analog signal off
Cruise control Stuck key error for analog signal P-0574 Ø TSG
Error path for the Tachometer signal off
Tachometer signal: Short Circuit Battery P-160C Ø
Tachometer signal: Short Circuit Ground P-160D Ø TSG
Tachometer signal: No Load P-160E Ø
error path of environment air temperature sensor off
environment air temperature sensor: Voltage above upper limit P-160F Ø
environment air temperature sensor: Voltage below lower limit P-1610 Ø NA
environment air temperature sensor : Signal error, only in case of P-1611
CAN Ø
fault path for short circuit to battery for EGR power stage off
EGR power stage(EGR PWM) Short Circuit Battery P-0406 Ø
fault path for short circuit to ground for EGR power stage blink
EGR power stage(EGR PWM) Short Circuit Ground P-0405 ☼
fault path for no load and excess temparature for EGR power stage TSG
off
No Load for EGR power stage (EGR PWM) P-0403 Ø
excess temperature for EGR power stage (EGR PWM) P-0404 Ø
Errorpath for filtered energizing time of Cylinder 1 off
filtered energizing time of Cylinder 1: above upper limit of filtered P-1612
energizing time Ø
filtered energizing time of Cylinder 1: below lower limit of filtered P-1613
energizing time Ø
Errorpath for filtered energizing time of Cylinder 2 off
filtered energizing time of Cylinder 2: above upper limit of filtered P-1614
energizing time Ø

Scoprio CRDe (All New) System lamp status 3of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
filtered energizing time of Cylinder 2: below lower limit of filtered P-1615
energizing time Ø
Errorpath for filtered energizing time of Cylinder 3 off
filtered energizing time of Cylinder 3:above upper limit of filtered P-1616
energizing time Ø
filtered energizing time of Cylinder 3: below lower limit of filtered P-1617
energizing time Ø
Errorpath for filtered energizing time of Cylinder 4 off
filtered energizing time of Cylinder 4: above upper limit of filtered P-1618
energizing time Ø
filtered energizing time of Cylinder 4: below lower limit of filtered P-1619
energizing time Ø
Errorpath for filtered energizing time of Cylinder 5 off
filtered energizing time of Cylinder 5: above upper limit of filtered P-161A
energizing time Ø
filtered energizing time of Cylinder 5: below lower limit of filtered P-161B
energizing time Ø
Errorpath for filtered energizing time of Cylinder 6 off
filtered energizing time of Cylinder 6: above upper limit of filtered P-161C
energizing time Ø
filtered energizing time of Cylinder 6: below lower limit of filtered P-161D
energizing time Ø
Errorpath for energizing time calibration injection of Cylinder 1 off NA
energizing time calibration injection of Cylinder 1: above upper limit P-161E
of energizing time Ø
energizing time calibration injection of Cylinder 1: below lower limit P-161F
of energizing time Ø
Errorpath for energizing time calibration injection of Cylinder 2 off
energizing time calibration injection of Cylinder 2: above upper limit P-1620
of energizing time Ø
energizing time calibration injection of Cylinder 2: below lower limit P-1621
of energizing time Ø
Errorpath for energizing time calibration injection of Cylinder 3 off
energizing time calibration injection of Cylinder 3: above upper limit P-1622
of energizing time Ø
energizing time calibration injection of Cylinder 3: below lower limit P-1623
of energizing time Ø
Errorpath for energizing time calibration injection of Cylinder 4 off
energizing time calibration injection of Cylinder 4: above upper limit P-1624
of energizing time Ø
energizing time calibration injection of Cylinder 4: below lower limit P-1625
of energizing time Ø
Errorpath for energizing time calibration injection of Cylinder 5 off
energizing time calibration injection of Cylinder 5: above upper limit P-1626
of energizing time Ø
energizing time calibration injection of Cylinder 5: below lower limit P-1627
of energizing time Ø
Errorpath for energizing time calibration injection of Cylinder 6 off
energizing time calibration injection of Cylinder 6:above upper limit P-1628
of energizing time Ø
energizing time calibration injection of Cylinder 6: below lower limit P-1629
of energizing time Ø
Error path for the fuel consumption signal component driver output
stage off
fuel consumption signal component driver output stage: Short P-180B
Circuit Battery Ø
fuel consumption signal component driver output stage: Short P-180C
Circuit Ground Ø NA
fuel consumption signal component driver output stage: No Load P-180D Ø
fuel consumption signal component driver output stage: Excess P-180E
voltage Ø

Scoprio CRDe (All New) System lamp status 4of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
Error path for the fuel consumption signal toggle output off
fuel consumption signal toggle output error P-180F Ø
error path of camshaft failure on
no camshaft signal P-0340
● TSG
wrong camshaft signal P-0341
●
error path of crankshaft failure on
no crankshaft signal P-0335
●
wrong crankshaft signal P-0336
● TSG
error path of offset between camshaft and crankshaft on
wrong offset between camshaft and crankshaft P-1340
●
fault FMTC_trq2qBas_MAP containes non strictly monotonus q
curves off
NA
FMTC_trq2qBas_MAP containes non strictly monotonus q curves: P-1810
Not plausible fault Ø
Fuel Temperature sensor blink
Fuel Temperature sensor: Voltage above upper limit P-0183 ☼ TSG
Fuel Temperature sensor: Voltage below lower limit P-0182 ☼
physical plausibility TSC off
physical unplausibility of (Gearbox)TSC-demand P-1811 NA
Ø
Error path for the glow control relay actuator blink
glow control relay actuator: Short Circuit Battery P-1387 ☼
glow control relay actuator: Short Circuit Ground P-1388 ☼
glow control relay actuator: No Load P-1389 ☼
glow control relay actuator: Excess Temperature P-1390 ☼
Error path for the glow display lamp off
glow display lamp: Short Circuit Battery P-1384 Ø TSG
glow display lamp: Short Circuit Ground P-1385 Ø
glow display lamp: No Load P-1386 Ø
glow display lamp: Excess Temperature P-138A Ø
Errors of Glow control unit off
failure of a glow plug, Relay failure, Short circuit in glow plug, over- P-0380
current Ø
Short circuit in glow plug,over-current,Relay got stuck P-1383 Ø
error state communication - SPI on
communication error of CJ940 P-162A TSG_Check
● connectors.
error state of EEPROM on
EEPROM: error during last read operation P-162B
●
EEPROM: error during last write operation P-162C TSG_Check
● connectors.
EEPROM: default value used P-162D
●
error path for Recovery which is locked off
Hardware Recovery which is locked: a recovery has occurred P-162E Ø
error path for Recovery which is suppressed off
Hardware Recovery which is suppressed: a recovery has occurred P-162F Ø
error path for Recovery which is visible off
TSG_Check
Hardware Recovery which is visible: a recovery has occurred P-1630 Ø connectors.
error state supply voltage CJ940 upper limit on
(Hardware) CJ940 upper limit: internal supply voltage upper limit P-1631
●
error state supply voltage CJ940 lower limit on

Scoprio CRDe (All New) System lamp status 5of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
(Hardware) CJ940 lower limit: internal supply voltage lower limit P-1632
●
error path of air temperature sensor off
air temperature sensor: Voltage above upper limit P-1633 Ø NA
air temperature sensor: Voltage below lower limit P-1634 Ø
Used to indicate when security function is not through on
Immobolizer control: indicates that the recieved pattern and the P-1812
transmitted pattern is not correct ● TSG
Fault path of injection limitation off
Number of injections limited by charge balance P-1635 Ø
Number of injections limited by quantity balance P-1636 Ø NA
Number of injections limited by software P-1637 Ø
fault path bank1-specific errors -> stop engine on
Injector bank 1: short circuit P-0201
●
Injector bank 1: short circuit on Low Side to ground P-1201
●
Injector bank 1 specific error depending on application P-1203
●
Injector bank 1 not-classifyable error P-1204
●
faultpath bank1-specific warnings -> stop engine on
Injector bank 1specific warning : depending on application P-1205
●
Injector bank 1specific warning : depending on application P-1206
●
Injector bank 1specific warning open load P-1207
●
Injector bank 1specific warning depending on application P-1208
●
faultpath bank2-specific errors -> stop engine on
Injector bank 2 short circuit P-0202
●
Injector bank 2: short circuit on Low Side to ground P-1202
●
Injector bank 2: specific error depending on application P-120A
●
Injector bank 2::not-classifyable error P-120B
●
faultpath bank2-specific warnings -> stop engine on
Injector bank 2:specific warnings depending on application P-120C
●
Injector bank 2:specific warnings depending on application P-120D
●
Injector bank 2:specific warnings: open load P-120E
●
Injector bank 2:specific warnings: depending on application P-120F
●
faultpath Chip-specific errors -> stop engine on
faultpath Chip-specific errors : CY33X internal reset / clockloss / P-1210
undervoltage ●
faultpath Chip-specific errors: CY33X is unlocked / CY33X init error P-1211
●
faultpath Chip-specific errors:CY33X is in Testmode P-1212
●
faultpath Chip-specific errors: CY33X SPI communication error P-1213
/checksum/readback ●
faultpath Chip-specific errors -> stop engine on
faultpath Chip-specific errors ->CY33X internal parity error P-1214
●
faultpath Chip-specific errors ->CY33X internal program flow error P-1215
●
faultpath Chip-specific errors ->CY33X check of inv. YSEL during P-1216
ON failed ●
faultpath Chip-specific errors ->CY33X ON timeout for at least 1 P-1217
cylinder ●
faultpath cylinder1-specific errors -> stop engine on

Scoprio CRDe (All New) System lamp status 6of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
faultpath cylinder1-specific errors:short circuit on Low Side to P-0261
battery ●
faultpath cylinder1-specific errors: depending on application P-1261
●
faultpath cylinder1-specific errors: short circuit Low Side to High P-0262
Side ●
faultpath cylinder1-specific errors: not-classifyable error P-1262
●
faultpath cylinder1-specific warnings on
faultpath cylinder1-specific warnings-depending on application P-126A
●
faultpath cylinder1-specific warnings-depending on application P-126B
●
faultpath cylinder1-specific warnings-open load P-126C
●
faultpath cylinder1-specific warnings-depending on application P-126D
●
faultpath cylinder2-specific errors -> stop engine on
faultpath cylinder2-specific errors ->short circuit on Low Side to P-0264
battery ●
faultpath cylinder2-specific errors ->depending on application P-1264
●
faultpath cylinder2-specific errors ->short circuit Low Side to High P-0265
Side ●
faultpath cylinder2-specific errors ->not-classifyable error P-1265
● TSG
faultpath cylinder2-specific warnings on
faultpath cylinder2-specific warnings:depending on application P-127A
●
faultpath cylinder2-specific warnings:depending on application P-127B
●
faultpath cylinder2-specific warnings:open load P-127C
●
faultpath cylinder2-specific warnings:depending on application P-127D
●
faultpath cylinder3-specific errors -> stop engine on
faultpath cylinder3-specific errors ->short circuit on Low Side to P-0267
battery ●
faultpath cylinder3-specific errors ->depending on application P-1267
●
faultpath cylinder3-specific errors ->short circuit Low Side to High P-0268
Side ●
faultpath cylinder3-specific errors ->not-classifyable error P-1268
●
faultpath cylinder3-specific warnings on
faultpath cylinder3-specific warnings:depending on application P-128A
●
faultpath cylinder3-specific warnings:depending on application P-128B
●
faultpath cylinder3-specific warnings:open load P-128C
●
faultpath cylinder3-specific warnings:depending on application P-128D
●
faultpath cylinder4-specific errors -> stop engine on
faultpath cylinder4-specific errors ->short circuit on Low Side to P-0270
battery ●
faultpath cylinder4-specific errors ->depending on application P-1270
●
faultpath cylinder4-specific errors ->short circuit Low Side to High P-0271
Side ●
faultpath cylinder4-specific errors ->not-classifyable error P-1271
●
faultpath cylinder4-specific warnings on
faultpath cylinder4-specific warnings:depending on application P-129A
●
faultpath cylinder4-specific warnings:depending on application P-129B
●
faultpath cylinder4-specific warnings:open load P-129C
●
faultpath cylinder4-specific warnings:depending on application P-129D
●

Scoprio CRDe (All New) System lamp status 7of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
faultpath cylinder5-specific errors -> stop engine off
faultpath cylinder5-specific errors ->short circuit on Low Side to P-1813
battery Ø
faultpath cylinder5-specific errors ->depending on application P-1814 Ø
faultpath cylinder5-specific errors ->short circuit Low Side to High P-1815
Side Ø
faultpath cylinder5-specific errors ->not-classifyable error P-1816 Ø
faultpath cylinder5-specific warnings off
faultpath cylinder5-specific warnings:depending on application P-1817 Ø
faultpath cylinder5-specific warnings:depending on application P-1818 Ø
faultpath cylinder5-specific warnings:open load P-1819 Ø
faultpath cylinder5-specific warnings:depending on application P-181A Ø
faultpath cylinder6-specific errors -> stop engine off
faultpath cylinder6-specific errors ->short circuit on Low Side to P-181B
battery Ø
faultpath cylinder6-specific errors ->depending on application P-181C Ø
faultpath cylinder6-specific errors ->short circuit Low Side to High P-181D
Side Ø
faultpath cylinder6-specific errors ->not-classifyable error P-181E Ø
faultpath cylinder6-specific warnings off
faultpath cylinder6-specific warnings:depending on application P-181F Ø
faultpath cylinder6-specific warnings:depending on application P-1820 Ø
faultpath cylinder6-specific warnings:open load P-1821 Ø
faultpath cylinder6-specific warnings:depending on application P-1822 Ø
Power Stage fault status for MIL off
Power Stage fault status for MIL:Short Circuit Battery P-1650 Ø
Power Stage fault status for MIL:Short Circuit Ground P-1651 Ø NA
Power Stage fault status for MIL:No Load P-1652 Ø
Power Stage fault status for MIL:Excess Temperature P-1653 Ø
error path for main relay blink
main relay does not open in time P-121A ☼ TSG
main relay opens too early P-121B ☼
error path of metering unit PWM-powerstage on
open load of metering unit output P-1250
●
excess temperature of metering unit powerstage P-1251
●
error path of metering unit PWM-powerstage on
short circuit to battery of metering unit output P-1252
● TSG
error path of metering unit PWM-powerstage on
short circuit to ground of metering unit output P-1253
●
error path of metering unit AD-channel off
signal range check high error of metering unit AD-channel P-1254
signal range check low error of metering unit AD-channel P-1255
the fault path contains the supervision of the communication
between Watchdog of CY310 and the controller.The path is used to
ECU Connectors
handle the reversible Shut-down of the system using the engine
coordinator on
Set, if error-counter of Watchdog or controller are not plausible or P-1638
the system must shut down ●
error path of oil temperature sensor off
oil temperature sensor:Voltage above upper limit P-0198 Ø
oil temperature sensor:Voltage below lower limit P-0197 Ø NA

Scoprio CRDe (All New) System lamp status 8of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
NA
oil temperature sensor:signal error for CAN P-1198 Ø
oil temperature sensor:Plausibility error between OTS and CTS P-1199 Ø
Fault path for overrun monitoring on
Energising time exceeds limit of overrun monitoring P-1639
●
Fault path for redundant engine speed calculation in overrun
monitoring on TSG
redundant engine speed calculation in overrun P-163A
monitoring:Plausibility error in engine speed check ●
Permanent governor deviation in PCR off
Permanent governor deviation in PCR:positive governor deviation P-163B
above limit Ø
Permanent governor deviation in PCR off
Permanent governor deviation in PCR:negative governor deviation P-163C
below limit Ø
error path of power stage pre-supply pump off NA
power stage pre-supply pump:Short Circuit Battery P-163D Ø
power stage pre-supply pump:Short Circuit Ground P-163E Ø
power stage pre-supply pump:No Load P-163F Ø
power stage pre-supply pump:Excess Temperature P-1640 Ø
error path of rail pressure on
rail pressure:Voltage above upper limit P-0193
●
rail pressure:Voltage below lower limit P-0192
●
error path RPS offset monitoring on
RPS raw value is above maximum offset P-1190
●
RPS raw value is below minimum offset P-1191
●
faults for checks in MeUn controlled mode off
maximum positive deviation of rail pressure exceeded P-1192 Ø
faults for checks in MeUn controlled mode off
maximum positive deviation of rail pressure exceeded concerning P-1193
Ø TSG
set flow of fuel
faults for checks in MeUn controlled mode off
maximum negative rail pressure deviation with metering unit on P-1194
lower limit is exceeded Ø
faults for checks in MeUn controlled mode off
minimum rail pressure exceeded P-1195 Ø
faults for checks in MeUn controlled mode off
maximum rail pressure exceeded P-1196 Ø
faults for checks in MeUn controlled mode
on
setpoint of metering unit in overrun mode not plausible P-1197
●
Fault path for test of redundant shut off paths during initialization on
test of redundant shut off paths during initialization:Watch dog P-1641
switch off path defect ●
test of redundant shut off paths during initialization:Voltage P-1642
monitoring upper limit shut off path defect ● TSG
test of redundant shut off paths during initialization:Voltage P-1643
monitoring lower limit shut off path defect ●
sensor supply voltage 1 on
sensor supply voltage 1:Voltage above upper limit P-1644
● TSG
sensor supply voltage 1:Voltage below lower limit P-1645
●
sensor supply voltage 2 on
sensor supply voltage 2:Voltage above upper limit P-1646
● TSG

Scoprio CRDe (All New) System lamp status 9of 10

 Description Error
Type
code System Lamp Status
Sys lamp

Blink On Off
TSG
sensor supply voltage 2:Voltage below lower limit P-1647
●
sensor supply voltage 3 off
sensor supply voltage 3:Voltage above upper limit P-1648 Ø NA
sensor supply voltage 3:Voltage below lower limit P-1649 Ø
Power Stage fault status for System lamp off
Power Stage fault status for System lamp:Short Circuit Battery P-1654 Ø
Power Stage fault status for System lamp:Short Circuit Ground P-1655 Ø TSG
Power Stage fault status for System lamp:No Load P-1656 Ø
Power Stage fault status for System lamp:Excess Temperature P-1657 Ø
error path for terminal 15 - contains plausibility error [Sig] of T15 off
No Terminal 15 signals detected P-1658 Ø TSG
TPU monitoring on
Deviation between TPU and system time P-1659 Harware_ECU
● Connection
fault path for short circuit to battery for TVA power stage off
TVA power stage:Short Circuit Battery P-165A Ø
fault path for short circuit to ground for TVA power stage off
TVA power stage:Short Circuit Ground P-165B Ø
fault path for no load and excess temparature for TVA power stage NA
off
TVA power stage:No Load P-165C Ø
TVA power stage:Excess Temperature P-165D Ø
Error Path for Coolant overheat Lamp powerstage off
Coolant overheat Lamp powerstage:Short Circuit Battery P-165E Ø
Coolant overheat Lamp powerstage:Short Circuit Ground P-165F Ø TSG
Coolant overheat Lamp powerstage:No Load P-1660 Ø
Coolant overheat Lamp powerstage:Excess Temperature P-1661 Ø
fault path for short circuit to battery for VSA power stage off
fault path for short circuit to ground for VSA power stage off
NA
fault path for no load and excess temparature for VSA power stage
off
fault path 1 for vehicle speed sensing off
exceeding of the maximum vehicle speed P-0503 Ø
HW signal for vehicle speed not valid P-0500 Ø TSG
vehicle speed not plausible with injection mass and engine speed P-0501 Ø
fault path 2 for vehicle speed sensing off
CAN signal for vehicle speed not valid P-1827 Ø
Errorpath for dataset variant coding, Npl=Requested variant could NA
not be set, Sig=variant dataset defect off
Signal fault P-1662 Ø
Not plausible fault P-1663 Ø
the fault path contains the supervision of the SPI-Handler on
Set, if SPI-communication failed P-1664
● Hardware
Injector energizing time
below lower limit of energizing time P-161F
below lower limit of energizing time P-1621
below lower limit of energizing time P-1623
below lower limit of energizing time P-1625

Scoprio CRDe (All New) System lamp status 10of 10

 WIRING HARNESS LAYOUT
HARNESS
DESCRIPTION
No
1 INSTRUMENT PANEL (IP)

2 ENGINE ROOM

3 ENGINE

4 FLOOR

5 DOOR - FRONT RIGHT

6 DOOR - FRONT LEFT

7 DOOR - REAR RIGHT

8 DOOR - REAR LEFT

9 DOOR - BACK DOOR

10 ROOF

11 CENTRAL CONSOLE

12 FOOTSTEP LAMP (Only TC4)

2
10

1
11

5 7

12

6 8
 INTER-CONNECTORS - LOCATIONS/PINS/VIEWS
DESCRIPTION LOCATION IC No PINS M/F CONNECTOR VIEW

FLOOR to CHASIS Near FUEL TANK 21 2 F

FLOOR to REAR DOOR B-PILLAR LEFT 22 6 M

ROOF to HM STOP LAMP REAR ROOF PANEL 23 2 F

IP to ENGINE ROOM (Only

in export models)
A-PILLAR RIGHT 24 3 M

M - MALE CONNECTOR WITH PINS

F - FEMALE CONNECTOR

IC- 1, 2, 3, 4, 5, 7,
8, 9, 13, 14, 24 IC- 19, 20

IC- 12 IC- 15

IC- 23
IC- 16 IC- 21
IC- 6

IC- 17

IC- 22

IC - 10 , 11 ,18

Scopio Upgrade_Inter Connectors

 GROUND LOCATION CHART
GROUND No DESCRIPTION LOCATION
E1 BATTERY NEGATIVE TERMINAL TO BODY FRONT WHEEL HOUSE PANEL - LEFT
E2 FRONT AND REAR WASHER, EGR FRONT WHEEL HOUSE PANEL - LEFT
E3 PARK, TURN , HEADLAMP - LEFT FRONT WHEEL HOUSE PANEL - LEFT
PARK, TURN , HEADLAMP - RIGHT, CONDENSOR FAN, FRONT FOG, FLWI,
E4 WIPER FRONT
FRONT WHEEL HOUSE PANEL - RIGHT

REALY COILS, SIDE MARKER RIGHT, INTERIROR LAMPS, DIAGNOSTIC,

E5 4WD, ACT. MASTER
A-PILLAR RIGHT

E6 AUDIO A-PILLAR RIGHT

E7 HVAC A-PILLAR LEFT
SIDE MARKER LEFT , TANK UNIT, ILLUMINATION, POWER WINDOW SWITCH -
E8 REAR LEFT
A-PILLAR LEFT

E9
E10 UNUSED
ILLUMINATION POWER WINDOW SWITCH REAR RIGHT, REGISTRATION
E11 PLATE, TAIL LAMP RIGHT, CHSML, WIPER REAR
D-PILLAR RIGHT

E12 TAIL LAMP LEFT D-PILLAR LEFT

E13 UNUSED
E14 BATTERY NEGATIVE TERMINAL TO ENGINE ENGINE BLOCK - LEFT
FLWI - BRAKE FLUID LEVEL WARNING INDICATOR
CHMSL - CENTRAL HIGH MOUNTED STOP LAMP

E5, E6

E11
E4

E9

E13 E14

E10
E2
E3 E1
E12

E7, E8
 MAIN FUSE/RELAY BOX - FUSES/CIRCUITS/RATINGS
FUSE No FUSE RATING COLOUR CIRCUIT FUSE No FUSE RATING COLOUR CIRCUIT

1 10A RED INTERIOR LAMPS 12 15A BLUE CIGAR LIGHTER & ACC.
2 10A RED FUEL LID OPERATION 13 15A BLUE FRONT WIPER MOTOR
3 20A YELLOW 4WD - ELECTRIC SHIFT 14 10A RED REAR WIPER MOTOR
4 30A GREEN CONDENSER FAN 15 20A YELLOW CRDe ECU K28
5 15A BLUE FRONT FOG LIGHT 16 10A RED TURN SIGNAL
6 15A BLUE REAR FOG LIGHT 17 10A RED PARKING LIGHTS
7 5A BROWN CRDe DIAGNOSTIC 18 10A RED AUDIO SYSTEM
8 15A BLUE DEMISTER 19 ----- ----- -----
9 5A BROWN SECURITY SYSTEM ECU 20 ----- ----- -----
10 20A YELLOW CENTRAL DOOR LOCKING 21 40A GREEN POWER WINDOW
11 15A BLUE AIR CONDITIONER 22 40A GREEN A/C BLOWER

AUX. FUSE/RELAY BOX - FUSES/CIRCUITS/RATINGS

FUSE No FUSE RATING COLOUR CIRCUIT
1 10A RED A/C REQUEST
2 10A RED HFM SENSOR SUPPLY
3 15A BLUE EGR/BRAKE/CLUTCH SWITCH
4 15A BLUE CRDe ECU SUPPLY - K05
5 15A BLUE CHECK ENGINE LAMP
6 10A RED CRDe ECU SUPPLY - K01

ENGINE COMPARTMENT FUSE/RELAY BOX - FUSES/CIRCUITS/RATINGS

FUSE No FUSE RATING COLOUR CIRCUIT
1 60A YELLOW
2 60A YELLOW
3 60A YELLOW GLOW PLUG
4 30A PINK CRDe ECU SUPPLY
5
6
7
8 15A BLUE HEADLAMP - HIGH
9 15A BLUE HEADLAMP - LOW
10 15A BLUE HORN/HAZARD
11
12 100A BLUE CHARGING SYSTEM
 WIRE COLOUR CODES
WIRE CODE WIRE COLOUR
B BLACK
BL BLUE
G GREEN
GR GRAY
O ORANGE
P PINK
R RED
S SKY BLUE
V VIOLET
W WHITE
Y YELLOW
 INTER-CONNECTORS - LOCATIONS/PINS/VIEWS
DESCRIPTION LOCATION IC No PINS M/F CONNECTOR VIEW

IP to FLOOR A-PILLAR RIGHT 1 21 F

IP to FLOOR A-PILLAR RIGHT 2 20 F

IP to FLOOR A-PILLAR RIGHT 3 13 F

IP to ENGINE FLOOR A-PILLAR RIGHT 4 20 M

IP to ENGINE FLOOR A-PILLAR RIGHT 5 5+2 M

BEHIND CENTER
IP to HVAC
BEZEL 6 5+2 F

IP to TRANSFER CASE A-PILLAR RIGHT 7 3 F

IP to TRANSFER CASE A-PILLAR RIGHT 8 2 M

IP to TRANSFER CASE A-PILLAR RIGHT 9 2 F

IP to ENGINE A-PILLAR LEFT 10 21 M

Scopio Upgrade_Inter Connectors

 INTER-CONNECTORS - LOCATIONS/PINS/VIEWS
DESCRIPTION LOCATION IC No PINS M/F CONNECTOR VIEW

IP to ENGINE A-PILLAR LEFT 11 20 M

ENGINE ROOM to FOG WHEEL HOUSE

LAMP PANEL -RIGHT 12 2 M

FLOOR to ROOF WIRING A-PILLAR RIGHT 13 6 F

FLOOR to DRIVER DOOR A-PILLAR RIGHT 14 8 M

FLOOR to REAR DOOR B-PILLAR RIGHT 15 6 M

BELOW DRIVER
FLOOR to TRANSFER CASE
SEAT 16 2 F

FLOOR to CONSOLE BELOW CONSOLE 17 12+2 F

FLOOR to CO-DRIVER A-PILLAR LEFT 18 6 F

FLOOR to BACK DOOR D-PILLAR RIGHT 19 13 M

FLOOR to BACK DOOR D-PILLAR RIGHT 20 2 F

Scopio Upgrade_Inter Connectors

 ELECTRICAL SYMBOLS USED IN WIRING DIAGRAM
SYMBOL EXPLANATION
Y-R WIRE WITH COLOUR OF WIRE

Y- BASE COLOUR ; R - TRACER COLOUR

Y-R (Refer colour chart for colour codes)

WIRES - NOT JOINED

WIRES - JOINED

SHILEDED WIRE

TWISTED WIRE

CONNECTOR
>> IC12/17 IC12 - CONNECTOR NO
17 - PIN NO IN CONNECTOR 12

EARTH / GROUND

GROUND ON COMPONENT

POWER SOURCE - BATTERY

POWER SOURCE - DC

POWER SOURCE - AC
 ELECTRICAL SYMBOLS USED IN WIRING DIAGRAM
SYMBOL EXPLANATION

10 A FUSE WITH RATING & DIRECTION OF FLOW

COIL / INDUCTOR

RESISTANCE/RESISTOR

VARIABLE RESISTOR/RHEOSTAT

POTENTIOMETER

SWITCH - PUSH TO MAKE

SWITCH - TOGGLE

SWITCH - PUSH TO BREAK

SWITCH - ON/OFF

CAPACITOR

VARIABLE CAPACITOR

LAMP
 ELECTRICAL SYMBOLS USED IN WIRING DIAGRAM
SYMBOL EXPLANATION

INDICATOR LAMP

MOTOR

DIODE

ZENNER DIODE

LIGHT EMITTING DIODE (LED)

TRANSISTOR (NPN)

TRANSISTOR (PNP)

30
87 4-POINT, NO (NORMALLY OPEN) RELAY

85 86

30 87 4-POINT, NC (NORMALLY CLOSED) RELAY

85 86
 ELECTRICAL SYMBOLS USED IN WIRING DIAGRAM
SYMBOL EXPLANATION

30 87 4-POINT, NO (NORMALLY OPEN) RELAY WITH DE-SPIKING

DIODE

85 86

30 4-POINT, NC (NORMALLY CLOSED) RELAY WITH DE-SPIKING

87
DIODE

85 86

87
30
5 POINT RELAY (CHANGE OVER RELAY)
87a

85 86

87
30 5 POINT RELAY (CHANGE OVER RELAY) WITH DE-SPIKING
87a DIODE
85 86

SOLENOID
Automotive Sector

Clutch
General

Care of the System

Trouble Shooting

In Car Repairs

Clutch Actuation Mechanism

Clutch overhaul

Inspection

Specification & Wear Limit

Tightening Torque’s

Lubricant

List of the MST

All copyrights reserved by

Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Clutch- March 06
Automotive Sector
General

The clutch disc is a single, dry type with cushion springs in the hub. The clutch
disc’s friction material is riveted to the hub.

The clutch cover is a diaphragm type with one-piece construction. A 240-mm

clutch disc is used.

In the engaged position (when the clutch pedal is not pressed), the diaphragm
spring of the clutch cover assembly holds the clutch pressure plate against the
clutch disc. This enables the engine torque to be transmitted to the input shaft of
the gearbox, without any slip / loss.

The clutch is hydraulically actuated with self-adjusting features. The complete

actuation system comprises of a clutch master cylinder with integral reservoir. The
master cylinder is connected to the clutch actuation or the slave cylinder by
hydraulic pipe. The travel of the push rod results in linear movement of the release
bearing through a release fork pivoted on a ball in the clutch housing.

The clutch release bearing pushes the diaphragm spring center towards the
flywheel. The diaphragm spring pivots at the fulcrum, relieving the load on the
clutch plate. Steel spring straps riveted to the pressure plate cover pulls the
pressure plate away from the clutch disc. When the clamping load on the clutch
plate is relieved it slides on the splines of the input shaft away from the flywheel
thus disengaging the engine torque from the input shaft & enabling the gears to be
changed.

For vehicles with Rev 116 engine the release mechanism is different. The clutch
actuation mechanism consists of a slave cylinder directly acting on a release
bearing. For further details refer the clutch actuation.

Care of the System

While topping up use the recommended fluid conforming to DOT 3 specifications

only. Avoid mixing different brands.

The clutch fluid is hygroscopic fluids hence tend to collect humidity. The humidity
along with the brake fluid can cause acidic reaction & seizure of the master &
slave cylinders. The clutch fluid should be replaced every 40,000 km or one in a
year, whichever is earlier. The master & clutch cylinder seals to be replace every
50,000 Kms
All copyrights reserved by

Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Clutch- March 06
Automotive Sector
Trouble Shooting
Unless the cause of a clutch problem is extremely obvious, accurate problem
diagnosis will require a road test to confirm that the problem exists. To find out the
actual root cause of the problem the clutch will have to be dismantled and the
failed parts examined to determine the cause.

During road test, drive the vehicle in normal operating speeds. Shift the gears and
observe the clutch action. If chatter, grab, slip or improper release is experienced,
remove & inspect the parts. However if problem is noise or hard shift then the
problem may not be in clutch only but also the transmission or the driveline.

If the clutch slip is suspected then drive the vehicle in 1st or 2nd gear at the top
speed (corresponding to the gear). Keeping the accelerator fully pressed, slowly
apply the brake- with your left feet. If the engine stalls then the clutch is not
slipping.

Clutch Problem Causes

Fluid contamination is the most frequent cause of clutch malfunction. Oil, water on
the clutch contact surface will cause faulty operation viz. Slip, grab, and judder.

During inspection check if any parts in the clutch are coated with oil or water
splash from road.

Oil contamination indicates a leak at either rear main seal or transmission-input

shaft. The oil leaks from either of these areas will normally coat the housing
interior or clutch cover or flywheel. Heat build up due to slippage between the
clutch plate and the flywheel or the pressure plate can result into the leaked oil
literally getting baked. Visually this will result in a glazed residue varying from
amber to black.

Roads splash contamination will mean that the dirt water is entering the clutch
housing either due to loose bolt or torn rubber boot.

Clutch misalignment

The clutch component i.e. the clutch plate, flywheel and the pressure plate have to
be aligned with the crankshaft and the transmission input shaft. Misalignment
All copyrights reserved by

Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Clutch- March 06
Automotive Sector
caused by runouts/ warpage will cause clutch to grab judder as well as improper
release (also manifesting as hard gearshift).

Flywheel runout.

The flywheel runout needs to be checked whenever misalignment is suspected.

Flywheel runout should not exceed 0.10

mm.
To measure the runout mount the base of the magnetic dial gauge on the block.
Locate the dial gauge’s needle on the outer surface of the flywheel.

Some of the common reasons for excessive runout are:

9 Heat warpage.
9 Improper machining.
9 Incorrect bolt tightening
9 Foreign material on crankshaft flange or flywheel.
9 Improper seating on crankshaft.

Clutch cover & Disc runout

All copyrights reserved by

Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Clutch- March 06
Automotive Sector
A warped cover or diaphragm spring will result in clutch grab and / or incomplete
release of clutch plate.

If the clutch alignment tool is not used then the misalignment of the clutch plate
can cause distortion of the cover and also disc damage.

The cover can also get misaligned due to improper tightening of the cover onto the
flywheel. The only way to avoid is that the bolts must be tightened alternatively
(diagonal pattern) and evenly i.e. 2 to 3 thread a time only.

A noisy gearshift operation especially the 1st and 2nd gear can be due to clutch not
getting disengaged completely. To check it, jack up the rear axle. Lift the axle till
both the wheels are rotating freely.

Press the clutch pedal completely and start the engine, the wheels should not be
spinning. Now slowly release the pedal till it has moved about 10 mm, the wheel
should still not be spinning. If some spinning is noticed then it indicates improper
lift of the pressure plate. First check the bleeding and the pedal travel then check
for the pressure plate lift.

Clutch Housing Misalignment

The clutch housing has to be aligned with the engine so that the input shaft is
aligned with the crankshaft. Absence of this alignment results in clutch noise,
incomplete release of the clutch plate. It can normally be judged by uneven wear of
the finger and pilot bearing. In severe case it can also damage the spline of the
input shaft and clutch hub’s well as the clutch splines

¾ Normally the clutch housing misalignment is a result of:

¾ Incorrect seating on the engine/transmission.
¾ Missing alignment dowel holes.
¾ Loose or missing mounting bolt.
¾ Mounting surfaces that are damaged/ not parallel.

To check the clutch housing misalignment.

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bell housing runout will also need to be checked.

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Problem: Clutch slip

Observation Causes Remedial action

Disc facing worn out. 1. Normal wear. 9 Replace clutch disc
2. Clutch riding. 9 Replace clutch plate
3. Insufficient 9 Replace clutch plate & cover
diaphragm spring assembly.
clamp load. 9 Replace , and bleed/

4. Faulty release 9 Customer to be informed.

mechanism.
5. Vehicle being 9 Customer to be informed.
driven despite
slipping clutch.
6. Bad driving
practice of allowing
the clutch to slip far
too long.

Clutch disc facing Leak at :

contaminated with oil, 1. Crankshaft rear end 9 Replace seal & disc. Clean
grease or clutch fluid. oil seal cover assembly.

2. Leak through the 9 Replace seal & disc. Clean

input shaft cover assembly.

3. Excess amount of 9 Apply less grease. Replace

grease applied to clutch disc. Clean cover
the input shaft assembly.
splines

Clutch is running Release bearing carrier 9 Replace bearing / carrier.

partially disengaged. sticky.
Flywheel height 1. Improperly
incorrect. machined flywheel.
9 Replace flywheel.
2. Excess machining
done.
Wrong disc or pressure Use the correct parts 9 Replace the parts after
plate used. comparison.

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Observation Causes Remedial action
Clutch disc/ cover or 1. Improper tightening 9 Replace the parts and tighten
diaphragm spring or loosening as per sequence.
warped. procedure.

2. Rough handling of 9 Replace the parts, ensure that

clutch plate or the rough handling is
cover assembly avoided

Flywheel side clutch Flywheel surface 9 Reduce the scoring and nicks
facing surface – torn/ ,scored and having by sand paper. Reduce if
nicked/ worn light notch scoring deeper.
Clutch disc facing 1. Frequent operation 9 Roughen the flywheel face
burnt. Excessive under high loads or with sandpaper. Replace
glazing of the flywheel hard acceleration clutch plate & cover
& pressure plate. conditions assembly.

2. Frequent clutch 9 The driver has to be alerted

riding by the driver. to avoid repeat failure.
Clutch facing broken Improper storage- 9 Replace.
clutch plate dropped
prior to fitting.
Fouling marks on the Improper fitment- 9 Rectify
torsion damper. assembled the wrong
way around

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Problem: Clutch grab/chatter.

Observation Causes Remedial action

Clutch disc facing Leak at :
contaminated with oil, 1. Crankshaft rear end 9 Replace seal & disc. Clean
grease or clutch fluid. oil seal cover assembly.
2. Leak through the 9 Replace seal & disc. Clean
input shaft cover assembly.
3. Excess amount of 9 Apply less grease. Replace
grease applied to clutch disc. Clean cover
the input shaft assembly.
splines
Clutch disc / pressure 1. Incorrect or 9 Replace disc and cover with
plate warped. substandard parts. the correct parts.
2. Improper tightening 9 Replace the parts and tighten
Disc facing show or loosening as per sequence.
unusual wear procedure.

3. Rough handling of 9 Replace the parts, ensure that

clutch plate or the rough handling is
cover assembly avoided.
Partial engagements of 1. Clutch pressure 9 Replace clutch cover &
clutch disc (One side plate position clutch plate.
worn – opposite side setting incorrect or
glazed and lightly modified
worn.) 2. Clutch cover, 9 Replace clutch cover &
spring or release clutch plate.
fingers bent or
distorted due to
rough handling or
improper assembly.
3. Clutch disc 9 Replace clutch plate.
damaged or
distorted.
4. Clutch 9 Check alignment and runout
misalignment. of flywheel disc or cover.

9 Replace the clutch plate &

cover assy (if required.
Correct the alignment)
No fault found with Problem related to 9 Further diagnosis required.
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clutch components. suspension or drivelineCheck engine &
components. transmission mounting
insulators. U Joint, tyres,
body attaching parts.
Clutch master cylinder Piston/ bore damaged 9 Overhaul the master & slave
or slave cylinder piston or corroded cylinder.
jammed/ scuffing.
Tangential strap 1. Incorrect driving 9 Advise the customer of the
connecting the practice consequences.
pressure plate to the 9 Mostly due to tow
diaphragm cover starting in 1st or 2nd
broken. gear
Or
9 Incorrect gear
selection
Withdrawal fork worn Wear of the fork at 9 Replace the fork..
out pivot end or the release
bearing end

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Problem: Improper clutch release

Observation Causes Remedial action

Clutch disc warped. New disc not checked 9 Check the new disc’s runout
before installation & replace it.

Clutch plate is binding 1. Clutch disc hub 9 Replace the clutch plate.
on the input shaft’s splines damaged
splines. during installation.
9 Replace input shaft is
2. Input shaft splines severely damaged.
rough or damaged.
9 Replace the clutch plate.
3. Corrosion or rust Replace the input shaft if
formation on splines the scaling can not be
of disc and input removed.
shaft.
Clutch disc-facing Vacuum may form in 9 Drill 1/16 inch diameter
sticks to flywheel. pockets over rivet head. hole through rivets and
Occurs as clutch cools scuff sand the clutch disc
down after use. facing .
Clutch will not 1. Low fluid in the 9 Top off the fluid and check
disengage properly. clutch master for leaks.
cylinder.

2. Air in the hydraulic 9 Bleed & refill the system.

system 9 Tighten the bolts.

3. Clutch cover loose. 9 Replace disc.

4. Wrong clutch disc. 9 Replace the cover assembly.

5. Clutch cover 9 Fit the clutch plate correctly

diaphragm spring the hub should be facing the
bent / warped during pressure plate side & the
transmission flywheel side mark towards
installation. the flywheel

6. Clutch disc fitted

backwards.
Pilot bearing seized. 1. Bearing cocked 9 Fit new bearings & check
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during installation. for misalignments.

2. Bearing seized.

3. Clutch misalignment

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Problem: Hard gear shift

Observation Causes Remedial action

Brake fluid less and or 1. Leaks 9 Replace fluid.
contaminated 2. Reservoir strainer 9 Stop leaks and avoid
missing contamination.
Excessive clutch pedal Wrong adjustment or Adjust
free plays. lock nut loosening
Clutch plate warpage 1. Warpage due to Replace
handling or
assembly.

2. Warpage due to
misalignment.

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In Car Repairs

Adjustment of clutch pedal height.

Clutch bleeding.
Adjustment of clutch pedal height.

Loosen the lock nut of master cylinder’s

push rod fork.

Slide backs the dust cover.

Rotate the master cylinder push rod till

desired height of pedal is achieved.
Tighten the lock nut of push rod fork.

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Screw in pedal stopper bolt completely.

Press pedal fully till the pedal bottoms on

the floor.

Now screw out the pedal stopper bolt till it

touches the pedal lever, release pedal.
Screw out the bolt further by one turn.
Tighten the locknut.
Recheck pedal height.

Bleeding the clutch

Clean the external areas of the clutch slave
cylinder and remove the dust cap of the
bleeder screw.

If the bleeding operation is done by

without connecting by a tube and in the
! open air then the chance of air remaining
trapped is high.

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Connect bleeding tube, to bleeding screw
on slave cylinder.

Ensure that the other end of the tube is

fully immersed in the bottle having clean
clutch /brake fluid.

Fill the Reservoir clutch master cylinder

up to the top level with recommended
clutch fluid.

Operate clutch pedal 3 or 4 times slowly to

the full stroke.

Holding the clutch in depressed condition

loosen the bleeding screw on slave
cylinder by ½ to ¾ turn and allow all the
air escape in to the container bottle.

Repeat the exercise till no air bubbles

appears in the bottle.

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During this operation ensure fluid level in
reservoir.
!

Tighten the bleed screw properly.

Remove bleeding tube and place the dust

cover.

Check the fluid level in container and need

be top up to the max. level.

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Clutch Actuation Mechanism.

The clutch actuation is hydraulic actuation. The clutch pedal actuates a master
cylinder. The hydraulic fluid is transmitted to the slave cylinder through bundy
tubes.

The slave cylinder actuates a fork, which is pivoted on a ball pivot. The other end
of the fork a release bearing on a carrier actuates the diaphragm springs.

The clutch actuation mechanism for vehicles with Rev 116 engine does not have a
fork and the pivot ball. The hydraulic concentric bearing is a unique design and
incorporates the slave cylinder and the release bearing. The bearing is permanently
attached to the slave cylinder piston. The hydraulic lines are permanently attached
to the bearing assembly. The hydraulic line near the slave cylinder is fitted with a
quick disconnect coupling.

Master cylinder overhaul

Slave cylinder overhaul.
Slave cylinder and Concentric bearing Overhaul

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Master cylinder overhaul.

Remove the outlet pipe connection.

Remove the clevis pin lock & the clevis

pin.

Remove the clutch push rod fork & the

clutch pedal.

Remove the master cylinder from the

Firewall .

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1. Pull back the dust cover.

2. Remove circlip.
3. Remove the push rod assembly with retainer washer.
4. Remove the piston assembly by gently tapping the Clutch Master cylinder body
on a wooden block.

Using a screwdriver, lift the leaf spring

retainer. Remove spring assembly from
plunger.

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Take care, while lifting the spring
otherwise the spring and the stem will fall
! off.

Compress spring to free valve stem from

eccentrically positioned hole in the end
face of spring retainer. This will separate
spring retainer from valve stem.

Remove spring, valve spacer and spring

washer from the valve stem.
(While assembling hold the spacer between
fingers such that the valve stems hangs
down vertically. Pull down the stem
downwards as far as possible. Observe if
the valve stem has moved freely upwards.
If movement is not free replace valve
spacer.)

Remove the valve seal from the valve stem.

The bore and the plunger should be

checked for scoring, scuffing uneven wear
marks, corrosion and excessive clearance
between plunger & body
Check the condition of dust cover for cut,
deterioration if damaged replace.

The assembly procedure is the reverse of

the dismantling procedure.
While fitting the plunger lubricate it with
brake fluid.

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Slave cylinder overhaul –

Remove the Bundy pipe from the inlet.

Remove the slave cylinder from the

mounting bracket.

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1. Remove dust cover
2. Remove circlip.
3. Remove plunger with gland seal and plunger spring from body by lightly
tapping it on wooden block.
4. Remove gland seal from plunger.

The bore and the plunger should be

checked for scoring, scuffing uneven wear
marks, corrosion and excessive clearance
between plunger & body
Check the condition of dust cover for cut,
deterioration if damaged replace.

The assembly procedure is the reverse of

the dismantling procedure.

While fitting the plunger lubricate it with

brake fluid.

Make sure that the push rod end is firmly

located at the fork.
!
Slave cylinder and Concentric bearing Overhaul ( Only For REV 116 )

The concentric bearing and the slave cylinder are serviced as an assembly only. It
can not be overhauled. The release-bearing portion of the assembly is permanently
attached to the piston.

The only time the concentric bearing should be replaced is when it is either
leaking or obviously damaged. The bearing should not be changed just
because the clutch disc or the pressure plate assembly is being replaced.
Replace the bearing assembly only when it has failed.

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Clutch overhaul –

Block the front wheels, so that the vehicle

does not move forward.

Disconnect the negative cable of the

battery.

Remove the electrical connections to the

starter motor.

Remove the starter motor.

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Remove the clutch slave cylinder from the

gearbox mounting.
Note: Remove the slave cylinder along
with the small Bundy tube. Disconnect the
Bundy tube from the main tubing.

Remove the propeller shaft from the

gearbox end.
Do not allow the propeller shaft to hang.
Support it.

Remove the speedometer cable from the

gearbox end

Remove the electrical connection for the

reverse lamp switch.

Support the engine suitably at rear

Remove the gearboxes gearshift lever
grommet.
Remove the gearbox lever upper half.
Support the gearbox using a suitable stand.
Remove the gearbox mounting insulators.
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Remove the clutch housing mounting
screws to the engine rear face & the ladder
frame.
Move the gearbox away from the engine.
Remove the clutch release bearing with
sleeve.
Remove the clutch fork.
If the original cover will be reinstalled
then mark position of cover on the
flywheel for assembly reference. Use paint
as a marker for this.
If the cover assembly may be reused then
loosen the cover bolts evenly and in
tightening sequence to relive the spring
tension equally.
The bolts should be loosened few threads
at a time – so that the warping is avoided.
If the cover assembly is not going to be
reused then this precaution is not essential.
If the pilot bearing has to be removed then
the flywheel has to be removed and then
the bearing removed using the MST no
543.
(To install the bearing MST no 544 has to
be used.)
During assembly use the MST 546 to align
the clutch plate while the cover is being
tightened.
The assembly sequence is the reverse of the dismantling (except the
precautions mentioned.)

1 Inspection:

All the components should be inspected for wear. Any components, which are
beyond the wear limits, have to be replaced.

Over & above the wear limits: The following points also need to be ensured.

Flywheel runout --
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The flywheel runout needs to be checked whenever misalignment is suspected.

Flywheel runout should not exceed 0.10 mm

To measure the runout mount the base of the magnetic dial gauge on the block.
Locate the dial gauge’s needle on the outer surface of the flywheel.

Some of the common reasons for excessive runout are:

9 Heat warpage.
9 Improper machining.
9 Incorrect bolt tightening
9 Foreign material on crankshaft flange or flywheel.
9 Improper seating on crankshaft.

If the flywheel has been removed for resurfacing or replacing the pilot bearing then
while fitting it back ensure that:

¾ No dirt and grease present on the mounting face (it can cause cocking & run
out)

¾ The flywheel bolts have been replaced.

¾ Torque tightened as per sequence and also the angular tightening as per the
specification is done.

Absence of any of these requirements may result in bolt loosening causing

flywheel runouts.

Clutch cover & Disc runout --

Check the clutch disc runout before fitting. It should be within the specifications. If
it is more than the specification- use a different clutch plate.

A warped cover or diaphragm spring will result in clutch grab and / or incomplete
release of clutch plate.

If the clutch alignment tool is not used then the misalignment of the clutch plate
can cause distortion of the cover and also disc damage.

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The cover can also get misaligned due to improper tightening of the cover onto the
flywheel. The only way to avoid is that the bolts must be tightened alternatively
(diagonal pattern) and evenly i.e. 2 to 3 thread a time only.

Clutch Housing Misalignment –

The clutch housing has to be aligned with the engine so that the input shaft is
aligned with the crankshaft. Absence of this alignment results in clutch noise,
incomplete release of the clutch plate. It can normally be judged by uneven wear of
the finger and pilot bearing. In severe case it can also damage the spline of the
input shaft and clutch hub’s well as the clutch splines

¾ Normally the clutch housing misalignment is a result of:

¾ Incorrect seating on the engine/transmission.
¾ Missing alignment dowel holes.
¾ Loose or missing mounting bolt.
¾ Mounting surfaces that are damaged/ not parallel.

Before fitting the clutch housing ensure that no dirt, debris or foreign parts are
trapped between the mating surface of the transmission & the clutch housing.

Flywheel --

If the flywheel is found to be having minor scoring then it can be resurfaced.

However the maximum allowed cut is 0.076 mm. If scoring is deeper than 0.0076
than the flywheel has to be changed. (Excessive material removal will cause the
flywheel to either crack/ warpage after installation/ drop in clamping load and will
affect the proper clutch release as the travel of release bearing gets affected.)

If the flywheel has been removed for resurfacing or replacing the pilot bearing then
while fitting it back ensure that:

¾ No dirt and grease present on the mounting face (it can cause cocking & run
out)

¾ The flywheel bolts have been replaced.

¾ Torque tightened as per sequence and also the angular tightening as per the
specification is done.

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Absence of any of these requirements may result in bolt loosening causing
flywheel runouts.

Starter ring replacement: Unless the provision of properly heating & fitting is
available. It is not recommended to replace the starter ring. It is worthwhile to
replace the ring along with the flywheel.

Caution: If the starter ring is only going to be

replaced then :-
Do not use an gas flame to cut .It can
! Cause local overheating of flywheel.
The ring gear has to be heated in a oven
To get a uniform expansion. (Nearly 191°C)
Do not use flame to heat the ring – it can cause annealing of the ring teeth and
premature failure.

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Specifications & Wear Limits --

Figure Description Value

Cruz Rev 116
2600
Clutch control type- Hydraulic- self adjusting
Pressure plate Diaphragm
Clutch Disc
Outer Dia (mm) 240±1 240±1
Inner Dia ( mm) 160± 1 155±1

Disc Thickness ( mm) 8.8 mm 7.1 mm in clamped

( free)

Clutch disc run out

0.8 mm Max
Measure at about 6
mm from outer edge.
Minimum thickness
from outer face to rivet
head.
0.4 mm

Clutch pedal Suspended Type

7.4

Clutch pedal Ratio

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Figure Description Value
Cruz Rev 116
2600
Clutch Pedal Height
above carpet thickness
of 10 mm.

Normal 172 mm
Under full depression. 165 mm.

Clutch pedal free play (

including push rod play
at pedal top)

5 to 6
3 to 4 mm
mm

Master Cylinder
Bore diameter 19.05 mm

Slave Cylinder 22.22 630 mm2- Area

Inner diameter mm

0.13 mm
Clearance between
The piston & the bore
( Both cylinders)

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Figure Description Value
Cruz Rev 116
2600
Flywheel Standard Service Limit
≤ 0.05 0.1
Flatness ≤ 0.05 0.1
Runout

Flywheel
Width from Mounting
face to clutch face Pot type flywheel
35±0.13
0.8 mm

Clutch release point

from pedal full stroke 25 mm from Bottom position
end position
Pressure plate finger 33±1.0 mm
47.6±1.0
height ( mm)
mm

Diaphragm spring tip

0.8 mm ( finger to finger)
non alignment.( Max)
Diaphragm spring finger
Max depth 0.5 mm
wear
Max width 5 mm

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Tightening Torque’s –

Bolt location Torque in Nm ( Lbft)

Cruz 2600 Rev 116
Pressure plate bolts 30 – 35 Nm 16-18 Nm
(22 to 26 Lb-ft)
Clutch pedal position Switch
25 Nm (18 Lb-ft)
lock nut
Bleed Screw 8 – 10 Nm ( 6-7.3 Lb-ft)
Clutch master cylinder nut 25 Nm(18 Lb-ft)
Cylinder clutch slave cylinder 45 Nm 18Nm
bolts (33 Lb-ft)
Flywheel 90 Nm + 60° ( 66 Lbft+ 60°)
Clutch pedal pivot bolt and 25 – 30 Nm ( 18-22 Lb-ft)
nut

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List of the MST –

Description / Part No. / Sketch Usage View

Master clutch plate assembly-
diesel ( aligner)
MST 546

Extractor Flywheel bearing

MST 543

Drift Flywheel bearing

MST 544

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Lubricant –

Specification: DOT 3
Hindustan Petroleum: HP Super Duty Brake Fluid

Castrol: Girling Brake Fluid

Indian Oil: Servo Brake fluid Super HD

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Mahindra & Mahindra Ltd Scorpio CRDe ( All New) NGT 530 2WD March 06
 NGT 530-2 WD

Index
Description

Care of the transmission

Service Diagnosis

In vehicle adjustment & repair.

Dismantling

Adjustments

Cleaning & Inspection

Tightening Torque

Special Tools

Sealants

Specifications

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Description --

It is a 5-speed gearbox. All the forward speed is using baulk ring type
synchronizer. The reverse gear is sliding mesh type with synchro brake.

The gear selection is by a direct shift lever operating a 3-rail system. The
accidental operation of two gears is avoided by an interlocking

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mechanism. To avoid vibrations passing on to the shift lever. The shift
lever is a two-piece with rubber isolation provided on to the top half.

The gearbox housing is aluminum 3 piece with split housing. The

Gearbox is mounted directly on the flywheel through the integral clutch
housing and supported at bottom below the rear housing using a bracket.

Care of the transmission --

The lubricant level should be checked every 10000 Kms. with the vehicle
unladen and in a level ground. The lubricant level should be at the lower
edge of the filler plug. Use lubricant meeting oils specification of GL 4 &
viscosity 80W90.The brand names have been specified in the Operators
Manual. The other optional grade is 80 W90 Synchro oil. This grade is
particularly suitable for cold weather operation.

The lubricant should be changed at 5000 Kilometers, then at 20000

Kilometer’s and subsequently every 20000-Kilometer’s.

Service Diagnosis –

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A low transmission lubricant level is generally the result of a leak,
inadequate lubricant fill, or an incorrect lubricant level check.

Leaks can occur at the mating surface of the gear case, intermediate plate
and adapter or extension housing or from the front/rear seals. A suspected
leak could also be result of an overfill condition.

Leaks at the rear of the extension or adapter housing will be from the
housing oil seal. Leaks at component mating surface will probably be the
result of inadequate sealer, gaps in sealer, incorrect bolt tightening, or the
use of a non-recommended sealer.

A leak at the front of the transmission will be from either the front
bearing retainer . Lubricant may be seen dripping from the clutch housing
after extended operation. If the leak is severe, it may also contaminate the
clutch disc causing slip, grab and chatter.

A correct lubricant level check can be made only when the vehicle is
level, use a two post or a four post hoist to ensure this. Also allow the
lubricant to settle for a minute or so before checking. These
recommendations will ensure that an accurate check and avoid an under
fill or overfill conditions.

Hard Shifting

Hard shifting is usually caused by low lubricant level, improper or

contaminated lubricants, component damage, and incorrect clutch
adjustment or by a damaged clutch pressure plate or disc.

Substantial lubricant leak can result in gear, shift rail, synchro and
bearing damage. If a leak goes undetected for an extended period the first
indications of a problem are usually hard shifting and noise.

Incorrect or contaminated lubricants can also contribute to hard shifting.

The consequence of using non-recommended lubricants is noise,
excessive wear, internal bind and hard shifting.

Improper clutch release is one of the most frequent causes of hard

shifting. Incorrect adjustment of a worn damaged pressure plate or disc
can cause incorrect release. If the clutch problem is advanced then gear
clash during shifts can result. Incomplete travel of the clutch pedal due to
restrictions at the end of stroke (upturned carpet, extra carpet or cover or

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bend clutch linkage can also cause improper clutch release and hard
shift.)

Worn or damaged synchro rings can cause gear clash when shifting any
forward gear. In some new or rebuilt transmissions, new synchro rings
may tend to stick slightly causing hard or noisy shifts. In most conditions
this will decline as the rings wear in.

Transmission noise
Most manual transmissions make some noise during normal operation.
Rotating gears can generate slight whine that may only be audible at
extreme speeds.

Severe obviously audible transmission noise is generally the result of a

lubricant problem. Insufficient, improper or contaminated lubricant can
promote rapid wear of gears, synchros, shift rail, forks and bearing’s. The
overheating caused by a lubricant problem can also lead to gear breakage.

Summarizing the common faults and their cause:

PROBLEM POSSIBLE CAUSES CORRECTION

Gear Whine Low oil level Top up oil.
Worn teeth gearsReplace gears
Worn bearings Replace bearings.
Knocking or Chipped gear teeth
Replace gears.
ticking Foreign matter
inside Remove the foreign matter
transmission. and locate how the foreign
matter came inside e.g.
Defective bearings.
missing breather and
rectify that also to avoid
recurrence.
Check drain plug for metal
particles.
Replace the bearings.
Jumping out of Defective detent springs. Replace the detent springs.
gear Worn out grooves in shift rail. Replace the shift rails.
Shaft misalignment.
Worn dog teeth in gear Replace the gears
Worn out fork pads Replace the fork assembly
Worn out synchronizer body. Replace the synchro pack

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 Gear shift lever fouling with Find out the reason for the
vehicle vehicles cutout for fouling, correct them.
lever.
Unable to select Clutch defective Rectify the clutch/ clutch
gear Worn out selector mechanism withdrawal mechanism
Rectify the gear selector
mechanism
Hard gear Clutch defective Rectify the clutch/ clutch
shifting Improper or contaminated withdrawal mechanism
lubricants Replace the lubricant with

the specified lubricant. (

80 W 90 Synchro Oil )

A: - IN VEHCILE ADJUSTEMENT & REPAIR –

The rectifications in transmission that can be done without removing

from the vehicle are:

1) Replacement of output shaft seal –

Sketch / Photo Description Check Note/

Tools

Remove the propeller shaft Spanner

from the companion flange 14 mm

Lock the companion MST

flange. 203

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 1. Unlock the output shaft Socket
nut 29 mm

3. Remove the companion

flange

Note: Unless otherwise specified the assembly procedure / guidelines is

the reverse of the disassembly procedure

DISMANTLING –

4
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2
 11

1) Remove Clutch Release bearing & fork.

2) Remove biasing cover plate bolts & springs. – 4 nos. (Check

Point A)
3) Remove Lever retention bolts – 3 nos.
4) Put the selector mechanism in neutral & remove lever
assembly along with nylon bush & spring.
5) Loosen & Remove the rear companion flange nut & remove

the Flange using MST 203.

6) Remove the mounting bracket.
7) Loosen & remove the locking bolt & remove the speed
sensor .
8) Using the MST 514 remove the speedometer driven gear.
(Check Point B)
9) Remove the reverse light switch.
10) Place the gear box on a wooden block such as the bell
housing rests on the block.
11) Loosen & remove rear-housing bolts. (7 Nos.)
12) Remove the plate - cover by unscrewing three nos. bolts &
fit the MST 513 on the rear housing.
13) Tighten the MST 513 center bolt gently to pull out the rear
housing. Gently tap on the rear housing using a soft mallet to

make the extraction uniformly from the gearbox. (Check

Point C)
14) Remove 5th driven gear using MST 523 ( Check point D)
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 15) After shifting into the 5th gear install the retaining plate MST

503 over 5th gear selector fork shaft.

16) Remove rail pins from 5th – Reverse fork. & remove the 5th
- reverse fork & synchro pack.
17) Loosen & remove intermediate housing (4 nos. bolts & 3
nos. nuts). By gently tapping remove intermediate housing.
18) Place the gearbox on GearBox mounting stand MST 522.
(Check Point E)

21
(Check Point E)
19) Loosen & remove clutch housing bolts (7 Nos.) & the
housing.

22

20) Loosen & remove the split housing bolts (12 Nos.) &
remove housing.
21) Remove the main shaft assembly & MD gear assembly.
22) Remove the counter shaft assembly.

Dismantling -- Main Shaft Assembly –

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1) Remove circlip & remove taper roller bearing, 3rd-4th synchro unit,
2) & 3rd gear.
3) Remove 5th driven gear using MST 523.
4) Remove distance sleeve & reverse main gear.
5) Place the main shaft on mechanical press with MST 511.
6) Remove spacer, 1st gear, 1st – 2nd synchro unit & 2nd gear.

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Shift Mechanism –

B A

C
Note :

A : 1st/ 2nd fork boss is facing towards rear.

B: 3rd/4th fork boss is facing towards front.
C : The postion of the interlock pin.

Suggestion : While assmbly lightly smear the interlock pin & the
detent spring & the balls with grease, so that they do not fall.
(Check Point F)

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 Check Points –

A)
Springs towards 1st / 2nd gear position
is softer than 5th / reverse position.

B)
Use MST 514 to pull out the speedo
drive.

C)

While tightening the centre bolt of

the special tool ; tighten it gently.

To make the extraction easier tap the

rear cover using a soft mallet.

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 D)

Use MST 523 to remove the 5th

Gear. All the legs should be locked
properly.

Care must be taken not to damage

the roller bearing.

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 E)
While mounting the gear box on
support stand the orientation to be
ensured as shown in photograph.

Lock on only one support leg.

Lock on both the support legs.

F) Please note the fitment of the balls

& the interlock pins.

It is recommended that while

assembly lightly smear the pin &
balls with grease.

This will avoid the ball or the pin

falling down while assembly

Caution :

The split portion of the spilit pin

should be along the axis of the rail.
That is in the same direction of the
rail travel.

If fitted facing the fork then

during shifting , due to
compression the pin can fall down.

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Adjustments
The adjustments are required to achieve the following parameters:

The shimming which is done at the 4th gear is done so that the postion of
the 4th gear synchro cone is correct. Wrong / improper setting will lead to
4th gear slip.

It is advisable to use the same shims.

The shaft reshimming is only required if either of the comonnets are

changed:
• Main shaft
• 1st/2nd hub.
• 3rd/4th hub.
• Needle bearing of 1st or 2nd gear.
• Bush 1st gear.

The shimming sketch & available shims are shown in the sketch.

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All copyrights reserved by

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Cleaning & Inspection –
Clean the transmission parts in solvent.
Dry the housing gear mechanisms & shafts with compressed air.

Do not use the compressed air to clean / dry the bearings. It can cause
damage to raceways and rollers.

Inspect the –
A. Bearings for:
Excessive pitting.
Brinelling
Flaking.
Overheating of raceways.

B. Gears for:
Teeth breakage.
Teeth pitting.

C. Synchronizer rings:

Check for excessive wear. The lubrication grooves should be present.

D. Clutch body ring:

check for excessively worn out tooth.

E. Sliding sleeve:

Check for excessive wear of the groove & wear of the teeth.

F. Forks:

Check for excessive wear causing excess play when they are located in
the sleeve.

G. Shift rails:

Check for wear in the poppet groove.

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Tightening Torque’s –

Description Torque Nm (lbf-ft)

Companion Flange nut 183 ± 20 (135 ± 15 lbf-ft)
Plugs for shift rail poppet spring 12.5 ± 2.5 Nm ( 9 ± 2 lbf-ft)
Ft. housing bolts ( split housing ) M7 10 ± 2.5 Nm ( 7 ± 2 lbf-ft)
bolts
Ft. housing bolts ( split housing ) M8 15 ± 2.5 Nm ( 11 ± 2 lbf-ft)
bolts
Drain plug 27.5 ± 2.5 Nm ( 20 ± 2 lbf-ft)
Filler plug 27.5 ± 2.5 Nm ( 20 ± 2 lbf-ft)
Reverse light switch 27.5 ± 5 Nm ( 20 ± 4 lbf-ft)
Clutch housing bolts M10 30 ± 5 Nm ( 22 ± 4 lbf-ft)
Intermediate Housing bolts M8 17.5 ± 2.5 Nm ( 13 ± 2 lbf-ft)
Rear Housing bolts M8 15 ± 2.5 Nm ( 11 ± 2 lbf-ft)
Bolt – Mounting Brackets 27.5 ± 2.5 Nm ( 20 ± 2 lbf-ft)
Rear housing cover plate 8 ± 2 Nm ( 6 ± 1 lbf-ft)
Biasing bolt M6x1s 8 ± 2 Nm ( 6 ± 1 lbf-ft)

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Special Tools --

Description/ Part No./ Sketch Usage View

Press Plate 5th Gear Removal
MST – 502

BA10 5th Rev. Rail Ret. Plate

MST – 503

Press Block 5th Gear Removal

MST – 505

Output Shaft Roller Bearing Press

MST – 507

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 Description/ Part No./ Sketch Usage View
5th/Rev Sub Shaft Bearing Installer
MST – 508

Press Plate For Input Shaft

MST – 511

Rear Housing Seal Installing Ring

MST – 512

Extractor Rear Housing.

MST – 513

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 Description/ Part No./ Sketch Usage View
BA10 Circlip Plier For Speedo
MST – 514

Dial Indicator Support

MST – 515

BA10 Drift
MST – 517

Socket
MST – 518

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 Description/ Part No./ Sketch Usage View
Socket Hex Hd M8 3/8 Sq Drive
MST – 519

Socket Hex Hd M7 3/8 Sq Drive

MST – 520

Support Transmission
MST – 522

BA10 Fix. To Extract 5th Gear

MST – 523

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 Description/ Part No./ Sketch Usage View
BA10 Extractor For Reverse Sub Shaft
Bearing
MST – 524

Extractor For Roller Bearing On 5th

Gear MST – 525

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SEALANTS: -

Sr. No. 1 Sr. No. 6

Serial Location Sealant / Thread Locks Applicability

number

NGT 530
1 Clutch Hsg. / Split Hsg. / Rhodorseal 5632
Intermediate Hsg. / Rear Option 1 – CAF 33
Hsg. Option 2 – Pidiseal 3P

Option 3 – Loctite 574
4 Breather Loctite 648
Option 1 – Anabond 413
Option 2 – ANR 138


5 Pivot locking RTV Sealant Metlock 920

Option 1 Rhodoseal 
Option 2 Pidiseal 3 P
6 Companion Flange Lock Anabond 111
Nut (Output Shaft Thd.) 
7 Speedo Sleeve Thd. Pidilite 171 
9 Clutch release bearing Loctite 510
support sleeve 
10 Poppet plug M12x1.25 Loctite 542
Option 1 – Anabond 612


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Specifications –

Figure Description Value

Type Mechanical
Description NGT 530
Gears 5 Forward and one reverse
gear
Gear shift Direct shift with rubberized
lever
Gears Helical- tooth

1 3 5 Gear Engagement Block ring type synchronizer

on ½, ¾; pin type on 5th

2 4 R
Gear Ratio Scorpio CRDe, (V4)
st
1 3.78
nd
2 2.09
3rd 1.38
4th 1.00
5th 0.79
Reverse 3.52
Oil grade/ quantity 80 W90; GL 4
or
80 W90 Synchro GL4
Fill Quantity: 2.0 litres.

Counter shaft bearing Taper roller bearing.

Input Torque capacity 27 Kg – m

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Figure Description Value
Weight 42.5 Kgs W/O Oil
Kg ( With clutch housing)

Play Limit (mm) Service

limit(mm)
1st 0.175 0.375
2nd 0.175 0.375
3rd 0.175 0.375
4th 0.175 0.375
5th 0.18 0.3
Fork to groove 0.1 to 0.4
clearances

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Automotive Sector

Transfer Case

Divgi-Warner’s 4555 Transfer case is a two-speed, part-time electrical shift

transfer case. The transfer case operates in a system. The system consists of:
1. Transfer case with Shift Motor, Speed sensor and Electric clutch.
2. Electronic Control Unit (ECU)
3. Mode selector switch and Indicator lights 4WH and 4WL on dash board
4. Harness to connect the above parts and power input.
The power is received by input shaft, which is coupled with output shaft of
transmission gearbox by matching splines. There are two outputs, one for rear
wheels and one for front wheels. Four selector positions are provided.

Position Speed Ratio Operation

2H - Two high position 1: 1 Only the two rear wheels are driven at
1: 1 speed ratio
4WH - Four high position 1: 1 All four wheels are driven at 1: 1 speed
ratio
4WL – Four low position 2.48:1 All four wheels are driven at 2.48: 1
speed ratio

Construction & Operation

Planetary gear set provides gear reduction. Power is transferred to the front wheel
drive through a Morse HY-VO chain drive. Unit operates in an oil bath. An oil
pump is used to provide positive lubrication to the planetary gear set and other
upper output shaft components.
The different modes are obtained by rotating selector switch for selection. This in
turn gives signal to Electronic Control Unit (ECU). ECU intelligently controls
operations. It senses the conditions and shift transfer case in to the mode selected.
The control over the operations is obtained using Electronic Control Unit (ECU). It
is housed below the driver’s or co-driver’s seat in .Rotary switch is provided for
selection of different modes
2H – Two wheel high
4H – Four wheel high
4L – Four wheel low

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Identification

ID Tag

Manufacturing Date Divgi Warner

DD MM YY Assembly Part No.

XX XX XX XXXX-X
XXX XXX XXXXXXXX

Divgi Warner M&M

Serial No. Part No.

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Trouble Shooting

Symptom Causes Remedial action

Electric shift problems 1. Faulty or damaged 9 Refer to self diagnosis
ECU, speed sensor,
clutch or internal
wiring

2. Damaged or worn 9 Overhaul and check for

shift cam, hub, fork wear and damage.
and rail shaft 9 Replace if necessary
No front wheel 1. Broken drive chain 9 Check internal parts and
drive when replace if necessary
shifted to 4WD.

Noise in 4WD Oil level lower than Drain old oil and replace with
operation. minimum Specified oil
Required

Make sure noise is Loosened bolts or Re-tighten as specified

coming mounting
from Transfer case and Parts
not from clutch,
transmission, drive Noisy transfer case Disassemble bearings and
shaft, Automatic bearings parts and check for wear or
locking hubs or other damage. Replace if necessary .
Components.
Noisy gears Check for wear and damage
Including speedometer gear
and replace if necessary

Worn or damaged Disassemble and check for

sprockets or wear and damage. Replace if
drive chain necessary

Incorrect tire pressure. Adjust tire pressure.

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Symptom Causes Remedial action

Transfer case oil Cracked transfer case. Replace the case.
leakage
Leakage from other Clean case and parts and check
parts. For leakage.

Breather barb Remove breather barb and

clogging. clean
it. Replace if necessary.

Oil level higher than Use specified oil. Adjust oil

required or improper level
brand of oil being
used.

Loosened sealing Re-tighten.

bolts.

Improper brand of Use specified sealant and

sealant or retighten.
improperly applied
sealant

Worn or damaged oil Replace oil seal

seal

Care of the System

Oil level Check –every 10,000
Oil replacement interval- every 48,000 Kilometer’s.

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Automotive Sector

Removal & fitting on the vehicle.

1. Disconnect the wiring harness connection from the T/case

2. Lift up the vehicle.
3. Remove transfer case drain and fluid plugs. Drain all fluid and reinstall plugs
4. Disconnect speedometer cable connector and breather hose.
5. Lower the vehicle.
6. Support the transfer case with the jack and disconnect the front and rear
propeller shafts from the transfer case
7. Remove the transfer case by removing the mounting nuts, attaching the transfer
case to transmission

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Automotive Sector

Dismantling
Remove the Rear Output flange.

• Position the Transfer case on repair

fixture.
• Holding the flange by flange holder,
remove the nut and washer and then
remove the flange and oil seal.
• Remove the two oil plugs from the
cover.

Disassembly - Assembly Cover ( Motor,

Speed sensor, Clutch coil and Speedo
Gear.

• Remove bolts and remove Asm

Motor, Speed sensor bracket and
speed sensor.
• Separate clutch coil wire terminal
from the connector and pull out from
the sleeve.

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Disassembly - Assembly Cover ( Motor,

Speed sensor, Clutch coil and Speedo
Gear.

• Remove the bolt and remove Speedo

body and separate Assembly Speedo
driven gear & shaft and Speedo
body.

Disassembly - Assembly Cover (

Motor, Speed sensor, Clutch coil and
Speedo
Gear.

• Remove oil seal, and speedo drive

gear

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Disassembly - Assembly Cover (

Motor, Speed sensor, Clutch coil and
Speedo
Gear.

• Remove the 9 bolts, and

identification tag.

• Pry at the bosses provided on the

cover and the case to break the
sealant bond of the cover and the
transfer case in such a way that the
Bosses metal surface is not damaged.

• Remove the snap ring and pull out

the ball bearing from the cover.
• Remove clutch coil from the cover.
• Pull out the needle bearing from the
cover.
• Remove the magnet from the slot in
the case.
• Remove the return spring.
Clean and remove the sealant of the
cover and case.

Be careful not to damage the metal

surface.

Disassembly - Lock-Up Shift Part

• Remove clutch housing from output

shaft

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Disassembly - Lock-Up Shift Part

• Together slid 2W-4W lock up

assembly and lock up fork from
output shaft and separate fork
assembly and Remove the two shift
fork facings from the shift fork
assembly, if required.

Disassembly - Lock-Up Shift Part

• To dismantle 2W-4W lockup

assembly remove snap ring, lock up
hub return spring from lock up
collar.

Disassembly - Reduction Shift Parts.

• Remove rail shaft from the case.

• Remove the reduction hub and
reduction fork assembly from the
case

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Disassembly - Reduction Shift Parts

• Remove the two shift fork facings

from the shift fork assembly, if
required.

Disassembly – Electrical Shift Cam

Parts

• Remove Asm shift shaft from the

case.
• Separate Cam, Spring, Spacer and
shift shaft by pulling outward.

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Disassembly – Yoke and Output Shaft

• Holding the end yoke with the yoke

holder remove the nut, washer and
then pull out the front yoke
assembly.

• Remove the out put shaft.

• Press deflector from the yoke only if

replacement is required.

Disassembly - Adapter, Input Shaft

and Carrier Assembly

• Remove the breather barb.

• Remove the six bolts of adapter.

• Remove the adapter by separating

the adapter sealer bond (pry front
adapter, take care not to damage the
adapter or the case).

Disassembly - Adapter, Input Shaft

and Carrier Assembly

• Remove the adapter assembly, input

shaft assembly and carrier gear
assembly. (Expanding long ends of
the snap ring, separate the carrier and
input shaft assembly from the
adapter.)

• Remove snap ring and oil seal from

front adapter.

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Disassembly - Adapter, Input Shaft and

Carrier Assembly

• Remove snap ring and pull out Asm

Input shaft and sun gear from Asm
Carrier.
• After removing retaining ring, pull
out the bearing and thrust washer
from input shaft.

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Disassembly - Adapter, Input Shaft and

Carrier Assembly

• Remove the needle bearing and

sleeve bearing from input shaft
assembly, if required.

Disassembly – Case

• Remove the oil seal.

• Remove the retaining ring and
bearing.
• Remove the dowel pin from transfer
case, if required.

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Disassembly – Case

• Do not remove ring gear from the

case.

Cleaning

Note: Before cleaning, check the magnet for the presence of metal particles, which
indicate internal chipping of the transfer case.

9 Using a cleaning solvent, clean the old oil and dirt deposits
9 After cleaning dry the parts with low-pressure (20 psi maximum) compressed
air.
9 Lubricate the ball bearings and needle bearing with ATF oil.
9 Protect lubricated bearings from dust.

Inspection

Note: Always replace the hose coupling, O-ring and oil seal with new parts.

9 Visually check all the parts for damage.

9 Referring to normal gear tooth face, specifically inspect the uneven wear and
chips of gear tooth. Replace or repair if necessary.

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Assembly

Do not use hammer to drive in the oil seal and bearing. Use special tools for
assembly.
Torque values are specified in the torque table.

Lubricate bearings, oil seals, O rings, bushings and matching metal parts before
assembly.

Assembly – Case

• Insert the two new dowel pins.

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Assembly – Case

• Press the ball bearing into the case

and install the retaining ring (snap
ring).

Assembly – Case
• Install the new oil seal, by pressing it
into the case.

Assembly – Case
Make sure that all parts are correctly
and firmly installed into the case

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Assembly – Yoke

• Position the output shaft in transfer

case and install the end yoke
assembly, seal, washer and nut.

Assembly – Yoke

• Holding the end yoke by yoke

holder, tighten the nut.

Turn the fixture for further assembly.

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Assembly - Reduction Shift Parts

• Install the two fork facing on the

reduction shift fork assembly.

Assembly - Reduction Shift Parts

• Install the reduction hub in to the

fork.
• Install reduction hub and fork in to
the planet carrier.
Assembly - Reduction Shift Parts

• Insert shift rail in reduction fork

bore, to match with case bore.

Assembly – Electrical Shift Cam

Parts.

• Insert spacer into torsion spring,

insert the shift shaft into the spacer.
Slide electric cam on to the shift
shaft.

• Slide the torsion spring and spacer to

the right of the shift shaft and
position the end of the first spring to
fix on the drive tang.

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Assembly – Electrical Shift Cam

Parts

• Position the cam on the second

spring and rotated anticlockwise.
Push the end of the second spring to
left with cam and fix it on the drive
tang.

Assembly - Assembly Output Shaft &

Gerotor Pump

Align rotor slot of the pump and slot of

the pump body in line.
• Slide the pump assembly on the
output shaft over pump pin.
• Slip hose clamp over free end of
hose coupling with strainer and push
onto hose barb on pump and tighten.

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Assembly - Assembly Output Shaft &

Gerotor Pump

Install the output shaft spline into the

reduction hub and engage the output
shaft end with input shaft bearing.

Couple strainer with case and

insert the magnet into the
transfer case slot.

Assembly - Chain Drive

Position the drive sprocket to the rear

output shaft end and driven sprocket to
the front output shaft end.
• Install the drive chain onto the
sprockets.
• Holding each sprocket with drive
chain tight and parallel with transfer
case, install the drive chain assembly
to the output shafts.
• Rotate the driven sprocket slightly to
engage splines on the front output
shaft.
• Install the spacer to the front output
shaft and insert snap ring into the
groove over spacer.

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Assembly – Lock-Up Shift Part

Install the lockup hub and return spring

to the lock up collar and insert the snap
ring
• Install two new facings to the fork.
• Engage the lockup fork in groove in
2WD-4WD lock up assembly and slide
this group down over drive sprocket and
rail shaft.
• Install clutch housing on out put shaft.

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Assembly – Assembly Cover

Position the cover with the open end
facing up on the table

• Position the end of needle bearing

with the identification mark up and
press into the cover (If removed).

• Press the ball bearing in to cover and

install snap ring.

Assembly – Assembly Cover

• Install the clutch coil assembly inside

the cover, put wire bracket and
tighten three nuts.
• Install speed sensor assembly to the
cover.

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Assembly – Assembly Cover

Install the return spring over rail shaft
in the transfer case
• Apply 1.6 mm bead of Loctite
RTV598 to the transfer case-
mounting surface.
For installation of cover, align the
cover with transfer case. Do not use
excessive force.
• Install the cover into the transfer case
as follows:
• Align the cover holes with the
transfercase dowel pins
• Align the cover bearings with output
shafts
• Align shift shaft with cover boss.
• Align the cover blind hole with rail
shaft and make sure that return spring
is not cocked.
• Tighten nine bolts positioning
Identification tag.

Assembly – Assembly Cover

Align the motor with shift shaft and
position the motor assembly on to
the cover.
• Install the motor to the shift shaft
and contact cover. Rotate the motor
clockwise direction to check correct
Engagement.
• Install the bracket to the motor
assembly and tighten three bolt.
• Tighten motor bracket bolt.

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Automotive Sector

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Automotive Sector

Assembly – Assembly Cover

Install to oil plug to the cover.

• Pass clutch coil wire through sensor
wiring sleeve, connect clutch coil
terminal with the connector.
• Install motor connector and sensor
connector to the motor bracket.
• Insert wiring in the respective Clip
and crimp it properly.

• Install the Speedo gear over output

shaft spline in the cover assembly

• Press the new oil seal into the cover

assembly.

Position the flange on the upper output

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shaft in transfer case and install the

flange, seal, washer and nut.

• Holding the flange with the

help of flange holder, tighten the nut.

Specifications

Transfer Case 4555 (Electrical Shift)

Configuration Part time, Single Offset

Rear Output Configuration Circular flange

Front Output Configuration Fixed Yoke
Input Configuration Female Spline
Offset hand Right hand
Lubrication System Force lubrication by Gerotor pump
Fluid Type ATF

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Castrol - TQ, IOC-A, Chemolium -A, Servo

Transfluid –A;
Housing Material Aluminum
Dry Weight in Kgs. 30 Kgs. Approx.
Fluid Capacity in liter 1.2 Approx.
Shift Pattern 2H – 4H – 4L
Shift Control Selector Switch
4WDH Shift –on the Fly Yes

Tightening Torque’s

Bolt location Torque in Kgm ( Lbft)

Level & Drain Plug 2.8 – 4.2 (20 – 30)
Flange Nut 35 – 38 (250 – 275)
Front Yoke Nut 20 – 25 (150 – 180)
Case Bolts 2.8 – 4.2 (20 – 30)
Motor bolts, and coil nuts 0.8 – 1.1 (6 – 8)
Speedo body bolt 0.8 – 1.1 (6 – 8)
Breather Barb 0.8 – 1.9 ( 6 – 14)

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Special Tools

Description Borg & Warner Number

Yoke Holder 1 T-10001
Seal Driver 2 T-10003
Snap ring plier Adapter 3 T-10007
Snap ring plier 4 T-10006
Drift ball bearing 5 T-10053
Drift ball bearing Input shaft 6 T-10056
Drift NRB fitting Input shaft 7 T-10054
Drift Bush fitting Input shaft 8 T-10055
Drift NRB fitting Cover 9 T-10057
Repair Fixture 12 T-10037
Speedo body Oil seal driver 11 T-100-
Flange Holder 10 T - 10012

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Propeller shaft

Contents

General

Trouble shooting

In car repairs

Care of the system.

Repairs

Specification & Wear Limits.

Tightening Torque

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General
The function of the propeller shaft is to transmit power from one point to another.
The shaft is designed to transmit torque from transmission / transfer case to the
axle.

The propeller shaft has to operate through constantly changing length while
transmitting torque. The axle rides suspended by spring in floating motion. The
propeller shaft must be able to change the transmission angle when going through
the various road surfaces. This is done through Universal joints which permit the
propeller shaft top operates at different angles. The slip joint or the yokes allow
the cotntratction or expansion of the propeller shaft thus allowing the length to
change.

The propeller shaft is built with the yoke lugs in line with each other, which is
called phasing. This design produces the smoothest running condition. An out of
phase shaft can cause a vibration.

The propeller shaft is 2 piece with a center bearing construction.

The view of the split propeller shaft is shown below.

The details of the center bearing are shown below.

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While assembling the split propeller shaft –

1. Locate the center bearing assembly- keep the bolts loose in the slot of the
chassis.
2. Locate & tighten the propeller shaft flange at the gearbox end.
3. Tighten the center bearings mounting bracket bolts.
4. Fit the rear propeller shaft.

This procedure is important; in order to avoid straining the center bearing

Failure to do so will result in transmission noise and premature failure of the
center bearing

Trouble shooting –

Tyres that are out of round or wheels that are out of balance cause a low
frequency vibration.
Brake drums that are unbalanced cause a harsh low frequency vibration.
Driveline vibrations can also result from loose or damaged engine mountings.

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Propeller shaft vibrations will keep on increasing as the vehicle speed increase.
The propeller shaft does not cause a vibration that is present only in a narrow
speed range.

Drive condition Possible cause Correction

Propeller shaft 1. Undercoating or Clean exterior of shaft
other foreign on the & wash with solvent.
shaft. Tighten the mounting
2. Loose companion bolts.
flange mounting Replace the joint/yoke.
bolts. Check runout- replace
3. Worn out yoke/slip shaft.
joint. Correct angularity.
4. Excessive runout. Replace the UJ.
5. Incorrect drive line Replace the propeller
angularity. shaft.
6. Worn UJ bearings. Replace the rear
7. Propeller shaft springs.
damaged or bent. Reindex the propeller
8. Broken rear shaft by 180°, test and
springs. correct as required.
9. Excessive runout or Reindex the propeller
unbalanced shaft by 180°, test and
condition. correct as required
10. Excessive pinion
shaft runout.
Universal Joint Noise UJ worn out Replace the UJ

In car repairs –

Unbalance
Runout
Unbalance –

If the propellers shaft unbalance is suspected then it can be verified by the

following procedure.

Removing & rendering the propeller shaft by 180° may eliminate some
vibrations.
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Clean all the foreign material from

propeller shaft and the universal joint.
Inspect the propeller shaft for missing
balance weight, broken welds and bent
areas.
If the propeller shaft is bent then it must
be replaced.
Ensure that the propeller shaft is not worn,
are properly installed and are correctly
aligned with the propeller shaft
Check the companion flange mounting
bolts.
Raise the vehicle.
Remove the wheel & tyres.
Install the wheel nuts to lock the brake
drum.

Mark & number the shaft 6 inches from

pinion end at four positions 90° apart.

Run and accelerate the engine until

12 vibration occurs. Note the intensity & the

speed at which the vibration occurs.

Install a screw clamp at position “1”

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12 Start the engine and recheck for

vibrations. If there is little or no change in
vibrations then move the clamp or of the
other 3 positions.
If there is no difference in vibration at the other position then the vibration is
not due to the propeller shaft imbalance.

If the vibration decreases, install a second

clamp and repeat the test.

If the clamps cause an additional imbalance,

separate the clamp (¼ inch above & below
the mark.). Repeat the vibration test.

Increase the distance between the clamps

until the vibration is at the lowest level.

At this position bend the slack end of the

clamp so that it does not loosen.

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Install the wheel & tyres. Lower the vehicle.

If the amount of the vibration remains unacceptable then repeat the exercise at
the Gearbox end.

Runout

Remove dirt, rust, paint & undercoating

from the propeller shaft surface.

The dial indicator must be installed

perpendicular to the shaft surface.

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Measure the runout at the center and at the

ends – away from the weld.

Replace the propeller shaft if the runout is beyond the specified limit.

Care of the system --

Caution:
Before undercoating a vehicle with any underbody protection. The propeller shaft
and the UJ’s should be covered. This will prevent the undercoating from causing
an unbalanced condition and vibration.

Use the exact replacement hardware for attaching the propeller shafts. The
specified torque’s must always be applied when tightening the mounting bolts.

9 The UJ to be greased at every service.

9 The slip joint should be lubricated every 10,000 kilometer’s

Repairs --

Raise the vehicle

Put aligning marks on the flange, UJ and

propeller shaft before removal.

Do not use a punch to mark impression.

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Remove the mounting bolts at the pinion

end

Remove the mounting bolts at the gearbox

end.

It is important to protect the machined,

external surface of the yoke from damage
after propeller shaft removal. Any damage
in the machined surface will lead to damage
of the seal and cause a leak.

Remove the circlips holding the UJ in place.

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Applying the socket wrench on the outside

of the propeller shaft flange, force out one
end of UJ using a vise as shown. (One end
32 mm socket to receive other end 21-mm
socket to push.)

While assembling- insert both ends then

hold & press fit them with special tool.

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Specification & Wear Limits –

Description 2WD 4WD

Length (Joint to Joint) x

O.D x thickness in mm
Rear 1023.5x70x2 727.5x70x2
Front ( Diesel) 479.6x 44.45x3.25
Rear ( GB –c/brg)-Split 132.8x 63.5x2.1
propellor
Rear ( center brg to 761.4x63.5x2.1
axle) Split propellor
Runout Diesel 0.5 mm TIR at center
Runout ( Petrol) 0.4 mm TIR 75 mm
from weld

Tightening Torque –

Location Torque
Flange bolt 55-66 Nm
Center bearing mounting bracket 72-105 Nm

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Rear Axle

Contents

Description

Trouble Shooting

Care of the axle

In Vehicle Adjustment & Repair

Rear axle Overhaul

Specification

Tightening Torque’s

Special Tools

Lubricant

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Description

The rear axle is of the hypoid, semi-floating type using shim adjustment to
obtain bearing pre-loads. The differential case with Crown wheel and the drive
pinion are mounted in opposed taper roller bearing in one-piece rear axle
carrier.

The rear axle pinion receives its power from the engine through the
Transmission and driveshaft. The drive pinion rotates the differential case
through the engagement with the crown wheel, which is bolted, to the
differential case flange. Inside the differential cages are four differential
pinions mounted on the differential pinion shaft which is splined to the
housing. These gears are engaged with the side gears, to which the axle shafts
are splined. Therefore as the differential housing turns, it rotates the axle shaft
and the rear wheel. When it is necessary for one wheel to rotate faster than the
other is, the faster turning gear causes the pinion to roll on slower turning gear
to allow differential action between the two axle shafts.

The axle shafts are held in the housing by the bearings and the retainers at the
housing outer end. Axle shaft endplay is pre set and not adjustable. The hub
bearings are prepackaged for life.

All operations other than the removal of the axle shafts and the
replacement of the wheel bearing oil seal should be carried out with the
axle removed from the vehicle.

Trouble Shooting

Certain rear axle and driveline trouble symptoms are also common to the
engine, transmission, tyres and other parts of the Vehicle. For this reason be
sure that the cause of the trouble is in the rear axle before adjusting, repairing
or replacing any of the axle parts.

Rear Axle Noise Diagnosis

Basic characteristics in a rear axle are more difficult to diagnose and repair
than mechanical failures. Slight axle noise heard only at certain speed or under
particular conditions must be considered normal. Axle noise tend to peak or be
more pronounced at particular speeds and the noise is in now way a sign of the
trouble in the vehicle.
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Where noise is present in objectionable form (Loud and/ or at all speeds) the
first effort should be to isolate the noise.

Isolation of noise in any one unit requires care and experience and an attempt
to eliminate a slight noise may baffle even the most experienced mechanic/
technician.

Axle noise fall into two basic categories: gear noise and/ or bearing noise.
Axle Noise Gear Noise
Bearing Noise
Others
Gear Noise
The most important characteristic of the gear noise is that it is usually sensitive
to accelerator position. E.g. noise audible under drive condition will often
disappear under coast condition (i.e. driving in neutral with the clutch released
and engine running) at the same vehicle speed and vice versa.

Axle gear noise whine will always occur at the same road speed and throttle
setting i.e. drive or coast (i.e. driving in neutral with the clutch released and
engine running). Gear whine is usually a fairly high pitched pure tone as
opposed to a low-pitched rumble caused by a spalled bearing.
Some noises, which can be confused with axle gear whine, are: -

…. Whine from an engine component; this will always occur at the same
engine speed irrespective of which transmission gear is used

…. Whine from an indirect Transmission gear (e.g. 5th gear on some vehicles
produces a whine comparable with axle whine) however this will disappear
when the direct transmission ratio is selected.

…. Whine from tyres or wind noise from a rack or aerial. These noise
generally occur over a very broad speed range and do not change with driving
mode i.e. drive or coast (i.e. driving in neutral with the clutch released and
engine running)

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Remember

Before diagnosing the whine as axle gear noise, ensure that the
whine:

(a) Occurs in direct transmission ratio (4th gear)

(b) Changes with throttle/ accelerator variations (drive and coast) ( i.e. driving
in neutral with the clutch released and engine running)

(c) Always occur at the same road speed and not engine speed,

(d) Occurs over a limited vehicle speed. (This can vary over a wide band
should the axle be in extremely bad condition.)

Bearing Noise

Bearing noise is inclined to be less throttle sensitive than gear noise and
frequently occurs over a wide speed range. Bad cases of faulty bearings can, in
fact be detected from walking speed, building up in pitch as speed increases
and is not directly affected by changing from drive to coast (i.e. driving in
neutral with the clutch released and engine running) and visa versa

(a) Rear wheel bearing noise tends to be low pitched grumble, which can
normally be detected and confirmed when driving on a smooth road at
constant speed, with the noise most audible while swerving sharply from
left to right. If the noise increases or decreases as the car is swerved, it is
probable that a wheel bearing is faulty. Driving close to a wall or a curb at a
suitable speed can carry out a further check for wheel bearing noise.

(b) Differential bearing noise is usually similar to in pitch to wheel bearing

noise but is not affected by the swerve check referred to previously.

(c) Pinion bearing noise is normally at a higher pitch than wheel or differential
bearings and is often slightly sensitive to throttle position, although not to
the same extent as gear noise.

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Other:

1. A further condition, which can exist, is due to a worn bearing that allows
the gearset to move out of its correct mesh cause gear noise. This condition
is usually throttle sensitive, with the noise frequently disappearing on a
“drive” condition.

Any amount of or endplay in either the pinion bearings or differential

carrier bearings are detrimental to the gears and bearings and will cause
axle noise.

2. A high spot sometimes occur on either the ring gear or the drive pinion; this
shows up as a ticking or light knocking noise over a restricted range of
throttle position. The frequency of the noise will indicate whether the high
spot is on the pinion (drive shaft frequency) or on the ring gear. The
severity of the noise indicates the size of the defect. A light “tick “ is
seldom detrimental and usually occurs in new axle and will normally
disappears once the axle has been run in.

3. Louder noise usually indicate a more serious defect and a knock occurring
in an axle which was previously free from this type of noise must always be
investigated.

Care of the axle

The lubricant level should be checked every 10000 Kms with the vehicle
unladen and in a level ground. The lubricant level should be at the lower edge
of the filler plug. Use lubricant meeting oils specification of GL 5 and
viscosity of SAE 90 .The brand names have been specified in the lubricant
section.

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Note: Unless otherwise specified the assembly procedure / guidelines is the
reverse of the disassembly procedure

IN VEHCILE ADJUSTEMENT & REPAIR –

The works in axle that can be done without removing from the vehicle are:

Replacement of pinion seal.

Backlash adjustment

Replacement of Pinion seal

Remove the propeller shaft from

the companion flange

Using the MST 216, Lock the

companion flange.

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Unlock the pinion nut

Remove the companion flange

along with the dust cover
Using screwdriver take out the old
oil seal- take care not to damage the
seating / contact areas/
Fit the new seal using the dolly.

Apply oil on lip and ensure that

seating are has been wiped clean
and free of burrs
Backlash adjustment.
The backlash adjustment should not be done on the vehicle. This is due to
the fact that the spreader usage in vehicle is difficult if the vehicle isn’t being
attended in a pit. Further after adjustment it may be necessary to adjust pinion
height. (Any change in backlash indicates wear- hence though shim adjustment
may compensate for gear teeth wear. It will not compensate the pinion wear
and pinion bearing wear and loss of preload)

However it is suggested that the tooth contact be checked on the vehicle before

taking decision to open/ overhaul. It is

recommended that after draining the oil
and opening the rear cover. Put paint
marks in four different places. Then
push the vehicle forward and
backwards at least 15 feet. This will
give a much better tooth contact under
load. (It should be remembered that
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with load the tooth contact moves away from toe to heel). The tooth contact
without load is given in the specification sheet.)

Rear axle Overhaul

Comprises of the following major steps

1. Removal & Refitment of the axle from the vehicle.

2. Removal of the Refitment of the hub and the brake carrier and oil seal.

3. Removal of the differential assembly.

4. Pinion height adjustment and preloading of pinion bearings

5. Assembly of the crown wheel.

1) Removal and Refitment of the axle assembly from the vehicle.

Support the body on stand and

remove the tyres.
Remove the shock absorber.
Remove the brake pipe T clamp
from axle
Remove the LSPV spring from axle
end
Loosen U clamps

Axle to be supported & should not

fall

Remove the axle from the vehicle

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2) Removal & Refitment of the rear axle shaft & hub

Remove the brake drum after

loosening the two screws

Remove the parking brake locking

Loosen the 6 screws holding the

retainer.

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Using the MST576 and the sliding

hammer MST 577. Pull out the hub
integral with the axle shaft,
prepackaged bearing, retainer ,oil
seal and carrier

For removal of the bearing the

locking collar has to be cut using a
drill. It should be cut up to the end
and then using the chisel it should
be snapped open

Remove bearing using the

hydraulic press and the MST.

While assembly use the MST 578

to support the bearing & tube MST
579 for pressing

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The assembly section is shown in the sketch attached. Please note the
bearing direction the circlip

DO NOT ATTEMPT TO FIT

THE LOCKING COLLAR BY
HEATING.

THE COLLAR IS HARDENED

AND TEMPERED.HEATING &
PRESSING MAY CAUSE IT TO
LOOSEN IN SERVICE
CAUSING MAJOR FAILURE

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While reassemble use the hole in
axle shaft flange to tighten the
retainer bolts.

Please ensure that the hydraulic

press is capable of at least 10 tons
load and it has a adequate stroke.

3) Removal of the Center assembly.

After draining the oil - remove the

differential cover set screws.

Remove the differential side

bearing bolts

Remove the side bearing caps,

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Using MST 205, expand the

differential.

Pull out the crown along with the

bearings

Using MST 216, lock the

companion flange.

Unlock the pinion nut.

Remove the companion flange

along with the dust cover

Tap the pinion along with bearings,

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4) Assembly the Center assembly

Using the special tool

Without the special tool

Preloading of the crown wheel and backlash adjustment.

The pinion preload setting and tooth contact setting can be done by using:
a) Special Tool. The special tool and gauges are strongly recommended in
either of the scenario
ƒ new axle housing is used or
ƒ the bearing seating surface has worn out.

b) Without the use of special tools. This can be done only if the crown wheel
& pinion is being replaced in the existing housing and the crown wheel
bearing seating and the pinion inner bearing seating area is not worn.
4 a) Assembly Using the Special Tools

If the pinion bearings are having pitting,

flaking or spalling of the raceway then they
have to be replaced.

Remove the outer race using the MST

( For Fitting use MST 200)

To measure the Z value (distance of pinion apex from the carrier center)

Place the setting gauge (MST 581) in the

carrier (the pinions inner bearing outer race
& shim should be removed) Please note
that the lifting handle should be removed
after placing it in position

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Place the setting gauge 2 – MST 582 ( in

the crown wheel bore)

Measure the gap between the setting gauge

1 and 2 using a feeler gauge.

Ensure that the gauge 582’s face is parallel

to the differential case. ( Use a level gauge)

For example if the thickness measured X is

12 thou
The value etched in pinion is Y
Then the shim value is X-Y
In this example it will become
12-5= 7 thou

Place the 7thou shim below the bearing

seating area.

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After that cross check the gap between the
gauge and the new pinion. It should be the
same as the Z mark punched. In this case 5
thou ( tolerance ± 1 thou)
In case the Z value is –ve then the gap has
to be checked between the bore & MST
582.
This will ensure that the tooth contact of the Crown wheel and pinion is
accurate

However this shim also affects the distance between the two pinion bearings
and thus will affect the pinion bearing preload.

Suppose 10 thou of shims were the

thickness originally present (at the height
adjusting end and the new value is 12
thou.)

Hence to maintain the pinion bearing

preload equal amount of shims at the outer
bearing end will have to be adjusted
Since the shim thickness at the inner
bearing has increased by 2 thou hence add
2 thou of shims from the other end.

If the pinion preload is not as per the

specifications after assembly then add or
remove shims from the outer bearing end.

Please note that if the shims are removed or

added at the outer end for adjusting the
preload then do not add or remove shims at
the height adjusting end- that will disturb
the contact.

Before inserting the companion flange at

the end- apply Loctite 638 in the splines so
that the loosening can be avoided.

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4 b) Only if the crown wheel & pinion are being replaced – no wear on seating
surfaces is present

If the pinion bearings are having pitting,

flaking or spalling of the raceway then they
have to be replaced.

Remove the outer race using the MST

( For Fitting use MST 200)

If the crown wheels bearings are having

pitting, flaking or spalling of the raceway
then they have to be replaced.

For removal of the bearing use MST 202

( For fitting the crown wheels side bearing
use the MST

Note the Z value etched on top of the old

pinion ( O) and the Z value etched on the
top of the new pinion ( N)

The correct shim thickness = O-N ( Old-

New)

If the value is + then shims have to be

added and if – then shims have to be
removed. These shims are between the
pinion inner bearing outer race & the
housing.

This will ensure that the tooth contact of the

Crown wheel and pinion is accurate

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However this shim also affects the distance
between the two pinion bearings and thus
will affect the pinion bearing preload.

Suppose 2 thou of shims are adjusted. E.g +

2 added

Then to maintain the pinion bearing preload

equal amount of shims at the outer bearing
end will have to be adjusted
Since the shim thickness at the inner
bearing has increased by 2 thou hence add 2
thou of shims at the other bearing

If the pinion preload is not as per the

specifications after assembly then add or
remove shims from the outer bearing end.

Please note that if the shims are removed or

added at the outer end for adjusting the
preload then do not add or remove shims at
the height adjusting end- that will disturb
the contact.

Adjustments of the crown preload & tooth backlash

Install the crown, in the carrier. Instead of

using the bearings use MST 583, - one on
each side.

The advantage of using the MST instead of

bearings while setting is that as the outer
race does not keep getting tilted hence we
get accurate reading further the bearings do
not get damaged when they are removed
after checking the values of shims required.

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Push the crown assembly towards the
pinion so that the backlash is zero.
In this position find the shim pack which
has to be inserted on right (Back of crown)
side. And also on the teeth side.

Move shims from teeth side to back of the

crown side so that the backlash is achieved.

Add an additional 0.075mm (0.003”)- of

shim on the both the side so that the crown
teeth get preloaded.

Take out the assembly, keep the selected

shim packs correctly.

Remove the MST 583.

Insert the bearing assembly along with the

selected shim pack.
Use MST 205 to spread the carrier.

While using the spreader ensure that the

expansion is not more than 0.5 mm. If more
it can cause permanent deformation of the
carrier.

While assembling the caps ensure that the

markings match.

Torque- 9.6 to 12.5 Mkg ( 70 to 90 Lbft)

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Check the backlash, if less or more then the
shims should be moved from one side to the
other.

Note: Approximately 5 thou shim is equal

to 3 thou of backlash.

Check the backlash.

0.13 to 0.25 mm ( 0.005”-0.010”)

Check the runout in four places it should be

less than 0.15 mm ( 0.006”)

Toe Heel After the backlash has been achieved, check

the tooth contact on both the drive and the
reverse side.

Note since the crown wheel is without load

hence the contact should not be exactly at
6 mm aprox
center but as shown in the sketch.

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Specifications –

Figure Description Value

Semi floating single reduction without diff. lock

High Mid Low

end/Petrol range range
48 50
No of teeth on crown (45 opt)
N1 10 11
No of teeth on pinion
N2 4.88 4.55( 4.09
Axle reduction ratio optional)
N1/N2
From Sl no
32 K 90710 ↓
( All models
except Rev
116)
No of teeth on crown 43
N1
No of teeth on pinion 10
N2
Axle reduction ratio 4.3
N1/N2
Pinion Pre load 23 to 45 Kgcm

Preloading of 0.075 mm ( 0.003”)

differential bearings

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Figure Description Value
Crown-pinion (0.005 to 0.008”)
backlash

Maximum variation of (0.003”)

backlash in a crown

Run out of the ring 0.15 mm ( 0.006”)

gear / crown wheel

Hub end play Max 0.3 mm ( 0.0012”)

Hub rotational torque Not applicable

Toe Heel Check for correct Check on both the driving &
tooth contact on both reverse flank. This contact is
the forward and for checking without load.
reverse direction

6 mm aprox

Clearance between 0.20 mm (0.008”)

and side( sun) gears
and diff case
Rotational torque of 5 Kg cm
differential case with
sun & pinion gears

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Figure Description Value
Inner race interference 0.125 mm (0.005 to 0.007”)
Outer race clearance

Oil grade/ Viscosity/ GL 5/ SAE 90/ 1.65 liters

Quantity

Tightening Torque’s –

Location Torque in Nm ( Lbft)

Brake carrier mounting bolts 33.8 to 47.45 (25 to 35 LB FT)
Pinion nut 217 to 244 (160 to 180 LB FT )
Crown mounting nuts 54 to 68 (40 to 50 Lb Ft)
Differential side bearing bolts 95 to 122 (70 to 90 LB FT)
Differential disc cover bolts 16 to 20(12 to 15 LB FT )

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Special Tools --

Description / Part No. / Sketch Usage View

Puller rear axle shaft
MST 576

Sliding Hammer
MST 577

Ring Rear axle collar support.

MST 578

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Description / Part No. / Sketch Usage View
Tube-Rear axle collar pressing
MST 579

Installer Inner Oil seal Rear axle tube

MST 580

Rear axle Pinion Height setting

Gauge (1) MST 581

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Description / Part No. / Sketch Usage View
Rear axle Pinion Height setting
Gauge (2) MST 582

Differential side bearing setting gage

MST 583

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Recommended Lubricants –
Specification: GL 5; SAE 90
Brands

Maximile : Maximile DO
Recommended
Other options
IOC SERVOGEAR HP 90
HP HP GEAR OIL XP 90
BPCL - BHARAT SPIROL HD 90
BHARAT SHELL - SPIRAX HD 90
CHEMOLEUMS - CHEMOLEUMS TURBO GL5 SAE 90

GULF MP GO 90
CALTEX THUBAN GL5-90
VEEDOL VEEDOL MULTI GEAR 90 HD
CASTROL - CASTROL HYPOY B 90

Sealant –

Differential cover sealant : Loctite 587 / Gasket

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Front Suspension

Contents

‰ Description

‰ Trouble Shooting

‰ Care of the system

‰ In Car repairs

‰ Working principle, Dismantling, Assembly of the Front Suspension

2WD

‰ Working principle, Dismantling & Assembly of the Front

Suspension 4WD

‰ Specification & Wear Data

‰ Lubricants

‰ Tightening Torque’s

‰ List of the MST’s

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Description

The front suspension is independent while rear is multilink type. The front
suspension in the 2WD vehicle is wishbone type with helical spring and
telescopically acting hydraulic dampener. In the 4WD vehicles, the suspension is
torsion bar type with hydraulic dampener.

Anti roll bar

The front also employs anti roll bar with ball joints on the connecting links as
shown in the sketch to transfer the loads to the outer wheel during turns.

Trouble Shooting

A squeak noise from the shock absorber can be produced if movement between the
rubber bushing and metal occurs. Tightening the attaching parts can usually stop
this noise. If the squeak noise persist then inspect for worn or damaged bushings
and attaching components. Repair as necessary if any thing found amiss.

Squeak also happen due to relative movement from suspension arm’s bush inner
sleeve (serration end) and chassis bracket. This situation happens, if torque is not as
per specs. Torque tightening the LCA & UCA bolts normally resolves the issue.

The shock absorber bushings do not require any kind of lubrication. Do not
lubricate the bushings to reduce bushing noise. Grease or mineral oil base lubricants
will deteriorate the bushing.

The shock absorbers are not refillable or adjustable. If a malfunction occurs, the
shock absorber must be replaced. To test a shock absorber hold it upright in fully

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extended position for 10 minutes. Then force the piston in and out of the cylinder
four or five times. The action throughout each stroke should be smooth and even.
Symptom Causes Remedial action
9 Check and adjust:
9 Hub end play
9 Camber to be checked and
adjusted.

One Edge Wear

Excessive camber

Symptom Causes Remedial action

9 Check & correct Toe In
9 Check the chassis bend
9 If tyre rotation not carried
out as per schedule. Do the
tyre rotation.

Feathered Edge Wear

Incorrect Toe In
Excessive Vehicle 1. Body Mounts loose. 9 Tighten the body mounts.
rolling 2. Suspension 9 Tighten the suspension
mounting loose. mounts.
3. Broken or 9 If broken stabilizer bar-
deteriorated replace
stabilizer 9 Replace the bushes &
4. Worn stabilizer tighten to the specified
bush torque,
5. Malfunctioning 9 Replace the shock
shock absorber absorber.
Vehicle inclined Broken or deteriorated 9 Replace the coil spring
coil spring
Noise 1. Parts worn or loose 9 Tighten the parts or replace
2. Broken coil spring 9 Replace the coil spring
3. Malfunctioning 9 Replace the shock absorber
shock absorber

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Caution: Do not lubricate the suspension bushes/joints.

Care of the system

9 The first wheel alignment should be carried out at 5000 kms then at 10,000
Kilometer’s. Subsequently every 10,000 kilometer’s.
9 Torque tighten the LCA & UCA bolts to the required torque. (Upper arm 110-
130 Nm , LCA front 150-180 Nm; LCA rear 110-130 Nm)
9 First at 5000 Kilometer then subsequently every 10,000 Kilometer’s.
9 Check the shock absorber for leaks every 10,000 Kms.
9 Check the rubber bushes for the mounting of the shock absorber, stabilizer bar
and links every 20,000 Kilometer's or once in a year

In Car repairs

a) Wheel alignment
b) Wheel hub greasing

a) Wheel alignment

The sequence of the wheel alignment, which should be followed, is:

Carry out the runout compensation when using the computerized equipment
1. Steering Wheel Centralize- cross check & adjust.
2. Castor checking & adjustment ( Computerized / Manual)
3. Camber checking & adjustment( Computerized / Manual)
4. Toe in checking & adjustment. ( Computerized / Manual)
5. Wheel Turning Angle, checking and adjustment. ( Computerized / Manual)
6. Check the centralization of the Steering wheel as the final operation

Caution: In order to obtain the correct values and avoid complaints. Please
note that that the following parameters have to be adhered to without fail:
♦ The tyre pressures in all the four wheels are as per the specifications.
♦ Vehicle should be unladen and parked on level surface
♦ Ensure that the wheel hub play is correct.
♦ Check that the chassis and the underbody are not coated with mud. If in
doubt get the vehicle cleaned before doing the checking.
♦ Check the ride height variation as per the specification.
♦ Replace the parts of suspension if found badly damaged
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♦ Before starting the measurement, ensure that the parking brakes are
applied and the rear wheels are blocked
♦ Before doing the wheel alignment – ensure that the linkages i.e. the ball
joint are not worn or loose. Check the free play in the steering.
♦ All the tyres and the wheel disc should be of the same type.

Caution: This procedure for centralizing the Steering wheel is valid only if the
misalignment of the spokes is less than 10 degrees. In other words this procedure
is only for fine-tuning the steering wheel position not for glaring error. If it is
more 10 degrees then remove the steering wheel and initially realign to less than
10 degrees.

Steering Wheel Centralization

To check for the centralization of the

steering wheel. Drive the vehicle on a
level road surface; note the angular
position (misalignment of the steering
wheel spokes.
Raise the vehicle. Keep the wheels in
Straight Ahead Position.
Mark the position of the track rods and the
track rod ends
Slacken the track rod end lock nuts and
also remove the gaiter outer retaining
clips.
Rotate both track rods in the same
direction approximately 30 degrees for
every 1-degree of steering misalignment
error.
Clock
wise Anti clock
error wise error

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If the steering wheel has an anti clockwise

angular error then both track rods must be
rotated clockwise- when viewed from the
left – hand side of the vehicle.

Clock
wise Anti clock
error wise error

If the steering wheel has an clockwise

angular error then both track rods must be
rotated anticlockwise- when viewed from
the left – hand side of the vehicle

With the computerized wheel alignment gauges the checking procedure may vary
slightly. However the sequence of checking and the adjustment procedure remains
the same. The most common error made while doing the wheel alignment using the
computerized equipment is that the wheel run out compensation procedure is not
carried. That is one of the reasons of poor repeatability

The computerized wheel alignment machines, which have been approved by

M&M, are of Precision or Manatec make. It is mandatory that the wheel
alignment machine be calibrated at regular interval specified by the individual
Manufacturer.

Wheel alignment using computerised gauge (Photos are with Manatec )

Start the computerised alignment machine.

Move the cursor to the alignment name and
press enter.

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Enter the details of the details as displayed

on the screen, the vehicle code can be
selected from the list by pressing the F3
button on the key board. For moving to the
other details press “enter” or “tab”. Press
“F5” when all the details are entered.

State the tyre and the bearing condition. The

condition can be selected by moving the up
or down arrow keys. For selecting particular
condition press enter. For going to the next
tyre condition press “tab” key. When the
conditions are selected press “F5” key

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From the alignment menu select two wheel
Alignment, since our vehicle have fixed
alignment at the rear.

Fix the sensors on the rear as well as front

wheels.
Caution:
While fitting the sensors ensure that the
clamps are properly tightened.
The right sensors are in place, sensors are
marked with right and left side.

Ensure that the bubble in the spirit level of

the rear sensor is set in the center of the
marking made on it.

Jack up the front wheels.

Loosen the knob on the sensor.

For the runout press the runout key on the

sensor as shown in the figure.
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Move the tyre in the direction as shown on

the screen by holding the sensor, after
completing half rotation press the run out
key on the sensor complete the remaining
rotation.

Caution : Move the tyre slowly and

smoothly.

The front wheel run out will be displayed,

press “enter” key to continue.

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Remove the lock-pins of the turning table

For achieving the straight ahead position

move the steering wheel slowly to the
directions as displayed on the screen first to
the right and the to the left. Hold for some
time at the end, for the computer to acquire
data. Hold for some time at the centre
position. Fix the steering lock at that
position. Press “enter” key to continue.

Press “enter” key to continue.

The values of Castor, camber, and toe will
appear.

The castor & the camber are adjusted by

addition or removal of

The Toe is changing the track rod end

distance. When done press “enter” key.

The sequence of adjustment which have to

be carried is
Castor

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Camber
Toe in adjustment
For adjusting the Castor
The values should be within 2.75 °±1.00
(2°45’± 1.0°)
The difference between the two wheels
should be within ±45'
The adjusting shims are available in 1.6,
0.4-mm thickness.

Addition of shims in front between the

fulcrum lever and the chassis bracket will
reduce the castor

Addition of shims in rear between the

fulcrum lever and the chassis bracket will
increase the castor

0.4 mm = 9’(0.15°)
1.6 mm = 37’(0.62°)
Loosen the lower arm mounting bolts ,and
the upper arm side nuts so that the lower
arm movement is free
Remove the front apron cover.
Compress the spring by moving the lower
arm, using a jack
Loosen the fulcrum mounting bolts
Add or remove shims as required
Tighten the fulcrum mounting bolts to 12.0
to 14.0 Mkg (87 lb. ft- 101 lb. ft). Also refer
to the Torque chart.
After that decompress the spring.
Tighten the lower arm mounting bolts. And
the upper arm side nuts. As per the Torque
chart

Before tightening shake the vehicle by

compressing the front and rear of the
vehicle alternatively by hand.
For adjusting the Camber

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The value for any given wheel should be
0°14' ± 0°30' and the maximum difference
between the two wheels should be ± 30'
The shims are available in thickness of
3.2, 1.6, 0.8 mm

Addition of shim between the fulcrum and

the chassis bracket will decrease the
camber.

0.8mm =0.15 °( 9’)

1.6 mm = 0.32 °(19’)
3.2 mm = 0.62°(37’)
To increase the camber – remove the shims
Loosen the lower arm mounting bolts, and
the upper arm side nuts. so that the lower
arm movement is free
Take out the apron cover behind the wheel
by carefully removing the plastic fasteners
Compress the spring by moving the lower
arm, using a jack.
Loosen the fulcrum mounting bolts
Add or remove shims as required

Tighten the fulcrum mounting bolts to 12.0

to 14.0 Mkg (87 lb. ft- 101 lb. ft). Refer to
the torque chart
After that decompress the spring.
Tighten the lower arm mounting bolts. And
the upper arm side nuts.
Before tightening shake the vehicle by
compressing the front and rear of the

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vehicle alternatively by hand.
Cross-confirm the camber value.
For adjusting the Toe In
Adjust by moving the tie rod. The tie rods
should be adjusted equally on both sides.
The variation between left and right side of
the tie rods should be maximum one turn.
(If it is more than the centralization of the
steering wheel will also be affected.)

Adjusting the Wheel tuning angle

Bring the Wheels in Straight Ahead
Position (SAP). At this position confirm
that the turntables Zero are also showing
Zero
Turn the steering wheel to Right Hand Side
so that the wheel turns through 36±0.5°
(Please refer the specifications)
Check the condition of the stopper bolt of
LH side It should touch the bracket on the
lower arm assy.
If it is not touching or the wheel is not able
to turn through 36±0.5° then loosen the lock
nut adjust the bolt and then lock the bolt
with locknut.
Turn the steering now towards the Left-
hand side and then adjust the stopper on the
right hand side.

For print out press “F10” key to save press

“ctrl” and the “home” key together.

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Take print out of the final sheet as displayed

in the figure in which all details will be
available.

To exit press ctrl and home.

The data will be stored in the computer and
can be retrieved as and when required.

Even if the manual gauge is used please ensure that it is having high accuracy
and also repeatability.

Castor checking. (With the bubble type gauge)

Confirm that the bubble is set at Zero and

also that the turntable is also set to zero.

Remove the turn tables locking pin

Rotate the steering so that the wheel turns
inwards by 20 degrees.
Set the castor scale to zero
Turn the steering wheel in opposite
direction so that it turns outwards by 20
degrees
The value in the castor scale gives the

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castor value.
The values should be within 2.75 °±1.00
(2°45’± 1.0°)
Repeat on the other side
The difference between the two wheels
should be within ±45'
The adjusting shims are available in 1.6,
0.4-mm thickness.

Addition of shims in front between the

fulcrum lever and the chassis bracket will
reduce the castor

Addition of shims in rear between the

fulcrum lever and the chassis bracket will
increase the castor

0.4 mm = 9’(0.15°)
1.6 mm = 37’(0.62°)
Loosen the lower arm mounting bolts ,and
the upper arm side nuts so that the lower
arm movement is free
Remove the front apron cover.
Compress the spring by moving the lower
arm, using a jack
Loosen the fulcrum mounting bolts
Add or remove shims as required
Tighten the fulcrum mounting bolts to 12.0
to 14.0 Mkg (87 lb. ft- 101 lb. ft). Also refer
to the Torque chart.
After that decompress the spring.
Tighten the lower arm mounting bolts. And
the upper arm side nuts. As per the Torque
chart

Before tightening shake the vehicle by

compressing the front and rear of the
vehicle alternatively by hand.
Cross-confirm the castor value.

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Camber checking. (With the bubble type gauge)

Keep the front wheel in straight-ahead

condition. ( SAP)

Clean the hub assembly for any dirt or mud.

Remove the front wheel hubcap.

Install the magnetic base of the gauge in

such a way that the center pin of the gauge
aligns with stub axle center drill and gauge
is sitting squarely on the hub.

By turning the gauge bring the spirit level to

read " ZERO ".

The value in the camber scale at this point is

the Camber reading. Note the reading
Repeat the same procedure on the other
wheel.
The value for any given wheel should be
0°14' ± 0°30' and the maximum difference
between the two wheels should be ± 30'
The shims are available in thickness of
3.2, 1.6, 0.8 mm

Addition of shim between the fulcrum and

the chassis bracket will decrease the
camber.

0.8mm =0.15 °( 9’)

1.6 mm = 0.32 °(19’)
3.2 mm = 0.62°(37’)
To increase the camber – remove the shims

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Loosen the lower arm mounting bolts ,and

the upper arm side nuts. so that the lower
arm movement is free

Take out the apron cover behind the wheel

by carefully removing the plastic fasteners

Compress the spring by moving the lower

arm, using a jack
Loosen the fulcrum mounting bolts

Add or remove shims as required

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Tighten the fulcrum mounting bolts to 12.0
to 14.0 Mkg (87 lb. ft- 101 lb. ft). Refer to
the torque chart

After that decompress the spring.

Tighten the lower arm mounting bolts. And
the upper arm side nuts.

Before tightening shake the vehicle by

compressing the front and rear of the
vehicle alternatively by hand.
Cross-confirm the camber value.
Replace the apron and the hub cover.
Caution:

Ensure that while the hubcap is being fitted back the Anabond RTV sealant
673 has been applied. The sealant should be applied in the mounting face as
well as the inner dia.

Do not fill grease in cavity.

Failure to do so will result in premature wheel bearing failure and tyre wear.

Toe in checking. (With manual gauge)

Mark the center of the tyre treads. Do it for

both the tyres
Adjust the height of the pointer so that it
touches the marked line in line with the
center of the axle spindle/ hubcap.
Place the gauge in front of the vehicle so
that the pins touch the center of either the
treads/ or the inner edge of the wheel disc at
the flat-machined area.
Note the value in the scale

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Take the gauge to the back of the wheel and
take measurement at 180 degrees backward
Note the value in the scale

The difference in the value gives the toe in.

The total difference should be between 1 to

3 mm. (0.15° to 0.45°).
Adjust by moving the tie rod. The tie rods
should be adjusted equally on both sides.
with only max. The variation between left
and right side of the tie rods should be
maximum one turn. (If it is more than the
centralization of the steering wheel will also
be affected.)

Wheel Turning Angle. (With manual gauge)

Bring the Wheels in Straight Ahead
Position (SAP). At this position confirm
that the turntables Zero are also showing
Zero
Turn the steering wheel to Right Hand Side
so that the wheel turns through -( Please
refer the specifications
Check the condition of the stopper bolt of
LH side It should touch the bracket on the
lower arm assy.

If it is not touching or the wheel is not able

to turn through 36±0.5° then loosen the lock
nut adjust the bolt and then lock the bolt
with locknut.

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Turn the steering now towards the Left-
hand side and then adjust the stopper on the
right hand side.
Check the Steering Wheel Centralization
One of the most common complaints / perceptions is that after the Wheel
Alignment the Steering wheel is not centralized. Though strictly speaking it does
not constitute wheel alignment but if the steering wheel is centralized then a lot of
customer dissatisfaction will be avoided.

Caution: This procedure for centralizing the Steering wheel is valid only if the
misalignment of the spokes is less than 10 degrees. In other words this procedure
is only for fine-tuning the steering wheel position not for glaring error. If it is
more 10 degrees then remove the steering wheel and initially realign to less than
10 degrees.

Adjust the Steering wheel centralization

Cross check the Wheel Toe In after this
operation, before releasing the vehicle.

b) Wheel hub greasing

Remove the caliper assembly without

disconnecting the brake tube.

Caution: Ensure that the brake tubes are not

stretched/ damaged. Put the caliper without
straining the brake tube.

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Remove the hub cover using a screwdriver.

Using the MST 571, remove the outer

locknut

Take the lock washer and the inner nut.

Pull out the hub along with the bearings.

Inspect the rollers and the inner races of the
bearings for pitting/ brinelling or spalling.
If any damage is noticed – inspect the outer
races also.
To remove and refit the outer races, use
MST.

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Caution:
Never clean the bearings in water.

Never rotate the bearings with

compressed air.

Never tap the bearing’s to clean out the

trapped dust.

DO:
Clean with kerosene and a hard brush.
Wrap up the cleaned bearings with
polythene to avoid water, humidity
affecting the bearings.

Do remember that the dust and water are

the 2 main reasons for bearing failures

If the outer race / cup is found to be loose in

the housing then it is advisable to replace
the hub. Trying to recondition the hub bore
is not recommended.
If the bearing seating area or the oil seal
seating area in the spindle is worn then
replace the spindle.
Caution : Ensure that the hub assembly
is being rotated while the inner nut is
being tightened
This is essential to ensure that the roller
centralize themselves and also so that
they abut properly.

Failure to do so causes two complaint-

excessive loading on few rollers and also
increase/ variation in hub endplay after
running.
Locate the inner bearing cone & press the
oil seal using the MST 574.
Note: The lip of the oil seal should be
coated with grease. Also fill grease in the

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cavity where the oil seal spring is present.
Press the hub assembly on the spindle,
Locate the inner cone of the outer bearing.
Tighten the inner nut. and back off by 90
degrees .The hub play should be within
0.010 to 0.030 mm
Put the locking washer.
Tighten the outer nut.
Press the hub cover after applying Anabond
RTV 673 sealant.- Use the MST 575 to fit
the hub cover,

Caution:

Ensure that while the hubcap is being fitted back the Anabond RTV sealant
673 has been applied.

Failure to do so will result in premature wheel bearing failure and tyre wear.

Working principle, Dismantling & Assembly of the Front Suspension

2WD
The front Wheel suspension in the 2 WD vehicles is wishbone type with helical
spring and telescopically acting hydraulic dampener. Both the lower and upper arm
employ two point mounting.
An anti roll bar is used to transfer the loads to the outer wheel during turns. The
telescopic shock absorbers are used to dampen the wheel oscillations and ensure
proper wheel contact irrespective of the road condition.
Points to be ensured while fitting any new bushes in the suspension.

The bolts should be fully tightened only when the wheels are in ground. When the
bolts are tightened with any particular wheel jacked up then it causes preloading of
the rubber bush in the normal operating zone and thus reducing its life.

Caution: Do not lubricate the suspension bushes/joints.

For fitting & removing bush use soap solution only.

Jack the vehicle- locate the jack

Behind the lower arm just below the first

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outrigger

Remove the tyre .

Remove the calliper assembly without

disconnecting the brake tube.

Caution: Ensure that the brake tubes are not

stretched/ damaged. Put the calliper without
straining the brake tube.

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Remove the Shock Absorber.

In case only the Upper arm bushes have to

be replaced- remove the arm.

Loosen the special tools so that the spring is

slowly decompressed.

Remove the coil spring and the tool

gradually
Remove the lower Ball joint using the
Special tool after removing the split pin and
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the castle nut.
Remove the pin fulcrum bolt on chassis &
remove the upper arm.

Remove the Lower control arms front and

rear nut and remove the LCA.

Note
While assembling back ensure that
1. The smaller dia of the coil spring is on
top i.e. the taper of the spring is
upwards.
2. Both the spring should have same spring
rating ( 1 dot or 2 dot)
3. The rubber pad at the top has to be
replaced if found cracked or ruptured.

For removing the upper and lower arm

bushes use the Special tool MST 564 & 565

Note:
While fitting new bushes use soap
solution so that the bush can pressed
easily.

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Caution: Use of any lubricant will result

in degradation of the rubber bush and
lower life. Pressing without soap solution
will damage the bush

During refitting use the dolly.

Caution:

In the lower arm while pressing the rib in

the arm has to match groove in the tool

Fit the shim in between the chassis and the

Upper Control Arm.

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Tighten fully the fulcrum bolts.

Note: Do not fully tighten the nuts in the

end of fulcrum pin at the bush end.

While aligning the lower arm ensure that

both the pivot are inserted at the same time.
If it is inserted one at a time then inserting
may damage the bushes besides making the
assembly difficult.
While tightening the lower arm bolts either
the wheels should be on ground or roughly
the lower arm should be parallel to the
ground & cross member

If it is tightened on any other position then

the rubber bushes will get preloaded.

While fitting the shock absorber ensure that

after torque tightening the standout is
approximately 7 mm. (If the standout is
more then it indicates over tightening or bad
rubber washers). Refer to the torque check
list

Fully tighten the upper arm bolts after the

wheel is in ground.

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Automotive Sector

Working principle, Dismantling, Assembly of the Front Suspension 4WD

The front Wheel suspension in the 4 WD vehicles is wishbone type with torsion bar
springs and telescopically acting hydraulic dampener. Both the lower and upper arm
employ two point mounting.
The torsion bar is connected to the Lower control Arms rear end through a Torque
control Arm. The rear end of the torsion bar is connected to a ride control arm. A
ride control height-adjusting nut links the control arm to chassis.
An anti roll bar is used to transfer the loads to the outer wheel during turns. The
telescopic shock absorbers are used to dampen the wheel oscillations and ensure
proper wheel contact irrespective of the road condition.

Caution:
The Torsion bars are pretwisted. LH marking identifies the Left Hand side
and RH marking identifies the Right Hand torsion bar.
The arrow should be facing front.
While jacking up the vehicle (for doing ride height adjustment) ensure that the
jack or the two post lift points are not touching the torsion bar.

The dismantling sequence is reverse of the assembly procedure explained below.

Jack the wheels, ensure that the anti roll

bar link has been disconnected.

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Automotive Sector

Insert Lower Control Arm on frame

Insert The torsion bar rear end in Height

Control Arm serration

Put the height control arm assembly on

chassis bracket.

It is advisable to keep all the bolts of the

LCA & UCA loose while doing
assembly, as it will ease the assembly
operations.
Also if the bolts are tightened in this
position then the bushes will get
preloaded. Further while trying to adjust
the ride height the effort required to turn
the ride height bolt will be high and cause
damage to the face.
Insert the bolt of height control Arm and
flush the thread end to Height control nut.
Give a slight twist to the torsion bar by
hand so that the rocker maintains a
horizontal position/ touching the bottom
of the bracket.

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Automotive Sector
Holding the torsion bar by hand and
insert/slide in the Torsion bar into the
Lower Control arm’s Torque Arm.

Tighten the Torque Arms 3 bolts (2 bolts

onto the weld nuts and 1 free bolt
+flanged nut)

It is essential to tighten the torque arms

bolts first.

In case it is not done so and the ride

height is adjusted. Then the adjustment
will not be achieved, and also the twist of
the torsion bar by tightening will not
result in proportionate lift/height of the
LCA.

Also the 3 bolts will not seat properly on

the torque arm and may damage the
threads of the 3 bolts.
In other words the torque arm bolts
ensure that the torsion bar becomes
integral to the LCA through the Torque
arm

Tighten the height control bolts by 24 to

26 Turns

Lower the Jack so that the wheels are

touching the ground

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Automotive Sector
Gently shake the Vehicle 5/6 times
Tighten the Lower control Arms and the
Upper Control Arm’s both the front and
rear bolts to the specified Torque.
Measure the ride height. (Lower control
Arms front bolt head center to ground.)
Note: Ensure that the measurement is
done on level ground with specified
tyre pressure on all four wheels. (Front
2.0 bar and Rear 2.2 bar).

If variation is more than +/-7.0 mm then

tighten or reduce the height by turning the
height adjusting nut.
It is suggested that for turning the nut it is
advisable to jack the vehicle
Take the measurement again after a ride.
If the ride height varies from the
specifications then readjust after
loosening the UCA & LCA bolts and
jacking both the wheels only

1 turn of the bolt affects the ride height

by 6 to 7 mm.

Hence if the ride height is less by say 3

mm then turn the ride height bolt by half
a turn

The assembly procedure for fitting the bushes onto the LCA & UCA is the same as
mentioned in the 2WD. There is no change in setting the Wheel alignment
procedure also.

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Automotive Sector
Specification

Description Specification
Type Independent, double wish bone with
telescopic shock absorbers
Front Shock absorbers- 2WD

Maximum length: 335±3.

Minimum length: 222+3.

Front Shock absorbers- 4WD

Maximum length: 378±3.

Minimum length: 244+3.

Coil Spring Approx. Free ht: 309mm

Solid ht. : 152.6.
Total coils: 8.34 Approx.

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Automotive Sector
Description Specification
Coil spring Load Identification

1 yellow Dot
2 yellow Dots

Camber

0.23 °±0.5 (0°14’ ± 0°30’)

Difference between LH & RH

Camber

±0.5° (±30’)

Castor 2.75 °± 1.0 (2°45’± 1.0°)

Difference between LH & RH ±0.75 ° ( ± 45’)

castor

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Automotive Sector
Description Specification
Total Toe in 1 to 3 mm.

Total Toe in ( in degrees) 0.15 to 0.45 ° (9’ to 27’)

Individual Toe in 0 to 20 minute

King pin Inclination 10.75° ± 1° (10°45’± 1°)

Wheel Turning Angle 36°- 2WD

4WD

35°-Inner Wheel angle

32°-Outer Wheel angle

Ride height Variation Between LH 15 mm

& RH. ( Up to LCA front pivot
bolt)

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Automotive Sector
Lubricants

No lubricants are used in the suspension bush. Only soap solution to be used during
assembly

Anabond RTV 673 is used for the hubcap.

Tightening Torque’s

Location No of torque Torque Remarks

Point
Upper Arm side 2 each side 110-130 Nm
bushes (81-96 Lbft)
Upper Arm Ball 4 each side 23-29 Nm
joint mounting nut (17- 21 Lbft)
Upper Arm pin 2 each side 120-140 Nm
fulcrum mounting (88.5 –103
nut Lbft)
Lower Control 1 each side 150-180 Nm
Arm Front (111-133 Lbft)
Mounting
Lower control 1 each side 110-130 Nm
Arm Rear (81-96 Lbft)
mounting
Torque Arm For the 4WD front
M12x1.25 with 1 each side 60-80 Nm suspension
spring washer & (44-59 Lbft)
weld nut
Torque Arm 2 each side (1 is 40-60 Nm For the 4WD front
M10x1.25 with flanged nut ( 29.5-44 Lbft) suspension
& washer the
other is with
weld nut.)
LCA ball joint 4 60-80 Nm
mounting nut (44-59 Lbft)
LCA bump stop 1 40-60 Nm
mounting ( 29.5-44 Lbft)
Stabilizer bar on 2 each side 30-45 Nm
Frame (22- 33 Lbft)
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Automotive Sector
Location No of torque Torque Remarks
Point
Stabilizer bar 1 60-80 Nm
+Link (44-59 Lbft)
Link on Lower 1 16-22 Nm 4.3 to 5.8 mm
Arm ( 12- 16 Lbft) protrusion after nylock
not. Nut height 11.9
mm, stem height 51
mm.

Shock absorber 1+1 each side ( 16- 22 Nm 10-11.5 mm height

Top- on frame 2WD) ( 12- 16 Lbft) from
1- 4WD
Shock absorber 2 16-22 Nm
Bottom on LCA ( 12- 16 Lbft)
Shock absorber 1 60-80 Nm
Bottom on LCA ( (44-59 Lbft)
4WD)
Steering stopper 1 50-75 Nm Height to be
on knuckle (37-55 Lbft) maintained 34.7 mm
Castle Nut UCA 1 120-160 Nm
(88.5-118
Lbft)
Castle Nut LCA 1 120-160 Nm
(88.5-118
Lbft)
Frame- Rebound 1 40-60 Nm
stopper ( 29.5-44 Lbft)

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List of the MST’s

MST Number Description

MST-561 Upper Arm Ball Joint Puller
MST-562 Lower Arm Ball Joint Puller
MST–563 Fulcrum Mounting Bolt Spanner
MST-564 Fixture Upper/ Lower Arm Bush
MST-565 Extractor / Installer Arm
Suspension Bush
MST-566 Extractor/ Installer Chassis
Suspension Bush
MST-571 Special Socket for hub nut.
MST-572 Installer Front Wheel Bearing
Cone-Outer
MST-573 Installer Front Wheel Bearing
Cone-Inner
MST-574 Installer Front wheel Hub oil seal
MST-575 Installer Front Hub Grease Cup

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 Multilink Rear Suspension

Contents

Description

Trouble Shooting

Shock Absorbers

Coil Spring Replacement

Bush Replacement

Specifications

Tightening Torque’s

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

Description –

The rear suspension is with coil spring and five links. This type of rear
suspension provides more comfort & better handling characteristics of the
vehicle.

The suspension encompasses Upper Links, lower links, Panhard Rod. Coil
springs & Shock Absorbers.

The upper & lower links are tubular with rubber bushes press fitted on both
ends. The lower links are taking the loads due to acceleration & braking.
The upper links mainly are used to guide and to some extent share the
lateral loads. One end of the links is connected to the chassis while the other
end is at axle.

The Panhard rod is connected between the axle & the chassis .It takes all
the transverse loads experienced during cornering. Controlling the axle
movement in lateral direction.
The anti roll bars are used to transfer the loads to the outer wheel during
turns.

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

The coil springs absorb the road shocks due to terrain & different load
conditions. The shock absorbers dampen the oscillation’s of the vehicle The
rubber bumper fitted on the chassis reduce the impact loads into the body .

The bonded rubber silent blocks / bushings are press fitted & does not
require lubrication with oil . (Also should never be lubricated). While
jacking up the vehicle the jack should always be put below the axle only.
Under any circumstances the vehicle should not be jacked up putting the
jack below any of the link including Panhard rod.

Caution:
While lifting the vehicle, if the resting pads are pressing
Against any of the lower links, then there is a strong possibility
that The lower links will get bent.

Trouble Shooting –

PROBLEM POSSIBLE CAUSES CORRECTION

Vehicle tending Permanent distortion or Replace.
to be lower on breakage of coil spring
one side &
poor ride.
Poor ride Stabilizer link rod loose Tighten. If required
( excessive add washer between
pitching or roll) nut & link.
Unsmooth operation of shock Replace.
absorber
Installation of wrong shock Replace with proper
absorber parts.
Installation of wrong coil Replace with proper
spring parts
Bouncy ride Breakage of coil spring Replace.
Over inflation pressure of tyre Adjust.
Unsuitable installation Adjust or replace the
(maximum and/or minimum coil springs with new
length) of shock absorber ones.
Deformation or damage of Replace with proper

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

 bushing parts.
Oil leakage of shock absorber Replace.
PROBLEM POSSIBLE CAUSES CORRECTION
Bouncy ride/ Fault in operation of shock Replace.
pitching/ roll. absorber

Damage or deformation of Replace.

shock absorber mount

Deformation or damage of Replace

shock absorber

Noise Wear or damage of shock Replace

absorber component parts

Loosening of suspension link Retighten to the

installing bolt specified torque.

Deformation or loss of Replace.

bushing

Unsuitability of maximum Replace with proper

and/or minimum length of parts.
shock absorber

Breakage of coil spring Replace.

Wear or damage of ball joint. Replace

Deformation of stabilizer Replace

clamp.

Link nut loose Retighten to the

specified torque

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

 In Car Repairs –

Note: Unless otherwise specified the assembly procedures / guidelines are

the reverse of the disassembly procedure

1. Shock Absorber.
2. Coil spring

1.Shock Absorber –

40 ± 10 Nm 1
(30 ± 7 lbf-ft)

40 ± 10 Nm
2
(30 ± 7 lbf-ft)

1. Remove the upper attaching nut, washer & bolt.

2. Remove the lower attaching nuts, washer from the axle.
3. Remove the shock absorber. ( Check Point A )

2.Coil Spring –

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

1. Remove the stabilizer bar.
2. Remove the coil springs. ( Check Point B )
3. Separate the rubber spring seat.

Suspension Overhaul / Bush Replacement –

Note: For Dismantling the suspension; the vehicle should be placed on

level ground / fourpost lift. A Two-Post Lift can be used for convenience
only for loosening the fasteners if a Four-Post lift is not available.

2
5

90 ± 10 Nm
(66 ± 7 lbf-ft)

90 ± 10 Nm
(66 ± 7 lbf-ft)

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

1. Loosen & remove Panhard Rod by removing nuts, bolts & washers.

90 ± 10 Nm
(66 ± 7 lbf-ft)

90 ± 10 Nm
(66 ± 7 lbf-ft)

2. Loosen & remove Lower link assembly.

90 ± 10 Nm
(66 ± 7 lbf-ft)

90 ± 10 Nm
(66 ± 7 lbf-ft)

3. Loosen & remove Upper link assembly.

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

4. Loosen & remove shock absorber.

40 ± 10 Nm
(30 ± 7 lbf-ft)

5. Loosen & remove Stabilizer link nuts.

6. To remove & refit the link bushes. Use the MST in the mechanical
press. (Refer Check point C)

Ensure that the bushes are lubricated with soap solution only. Under no
circumstance use any mineral oil or grease; as they degrade the bushes.

Stabilizer Bar Link Replacement –

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

1. Loosen & remove the stablink upper nut.

2. Loosen & remove the stablink lower nut & remove the stablink
assembly. (Check Point D)

Stabilizer Bar Bush Replacement –

2 2

Note: The vehicle should be parked on ground / Four Post Lift such that all
four wheels will be resting on the level surface.

1) Loosen & Remove stab link nuts & the stabilizer bar mounting bolts.

2) Remove the stabilizer bar from the vehicle.

3) Change the old bushes with new one.

Note:
While assembling ensure that the bushes are liberally lubricated with
Soap Water.

Caution:
Never use any mineral based oil / grease for the lubrication
of any of the suspension bush including the link bushes /
stabilizer bar / shock absorber bushes.

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

Check Points –

A)

The proper orientation of the cup

washers at the bottom end of the
shock absorbers should be ensured.

B)

While fitting the coil spring back ;

The correct orientation should be
ensured.

If the coil spring is held vertically;

the flat endcoil should be facing
upwards (Towards the Chassis) &
curved towards the axle.

C)

Ensure the fitment of proper

stablink assembly & proper
orientation on both sides.

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

 D)

Protecting sleeve

Special tool for removing

B
Bush

Support Block.

For removing the bush from the

link following sequence should be
followed – ( Refer Photograph)

1. Place link on the support block

as shown.
2. Insert the spigot in the center
hole of the bush.
3. Place the protecting sleeve on
MST --- such that the spigot will
not get damaged because of the
mechanical press screw.
4. Tighten the mechanical press
screw & remove the bush.

Note :
Use the side A of the tool while
pressing the lower or upper link
bushes.

The side B has to be used while

removing & installing the
transverse link/ Panhard rod

( The width of the bushes are

different)

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

Specifications –

Description Specification

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

Type Multi link with stabilizer Bar &
telescopic shock absorbers

Rear Shock absorbers Maximum length – 503 ± 3.0 mm

Minimum length – 314 ± 3.0 mm

Stroke – 189 mm

Dampening Force –
Expansion – 148 ± 21 mm
Contraction – 71 ± 13 mm

Coil spring Load Identification

1 yellow Dot / Line
2 yellow Dots/Line

Tyre Pressure in all for wheels 32 PSI / 2.2 Bar

Tightening Torque’s –

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

 Description Value
Panhard rod – Chassis end & 90 ± 10 Nm ( 66 ± 7 lbf-ft )
Axle end
Upper Link – Chassis end & Axle 90 ± 10 Nm ( 66 ± 7 lbf-ft )
end
Lower Link – Chassis end & Axle 90 ± 10 Nm ( 66 ± 7 lbf-ft )
end
Stablink Nut 40 ± 10 Nm ( 30 ± 7 lbf-ft )
Stabilizer Bar Mounting Bolts 40 ± 10 Nm ( 30 ± 7 lbf-ft )
Shock Absorber Nut – Upper & 40 ± 10 Nm (30 ± 7 Lb-ft)
lower

Scorpio CRDe ( All New) Rear Suspension Page 1 of 14

Brakes

Contents

Description

Trouble Shooting

Care of the system

In Car repairs

Working principle Assembly & dismantling of the Front Disc Brakes

Rear principle, Assembly & dismantling of the Rear Brake

Working principle Assembly & Dismantling of the master cylinder

Working principle of the brake booster.

Working principle LSPV Valve setting

Parking Brake Description, Setting

Specification & Wear Data

Tightening Torque’s

List of the MST’s.

Recommended Lubricants

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Description
The brake system is vacuum assisted ‘H‘split type. The front brakes are twin pot
calipers with ventilated rotor. The rear brakes are drum types with self-adjusting
mechanism. The parking brakes are actuated in the rear through cable. Both the front
disc pads and the rear brake liners are non-asbestos.

The braking system includes a Load sensing Proportioning Valve. It controls the brake
fluid pressure going to the rear depending on the load on the vehicle. Normally when
the vehicle is loaded and brakes applied; due to the weight transfer the load on the rear
wheels become very less. In vehicles without the LSPV the full pressure of brake fluid
going to the rear wheels tend to lock them. In vehicles with the LSPV, the LSPV
reduces the brake fluid going to the rear depending on the load hence avoids the rear
wheel locking. Since the rear wheel locking is avoided it results in reducing the
braking distance (distance covered before the vehicle comes to a stand still)

The brake circuit is having an inbuilt bypass valve in the LSPV. In an unlikely
situation of the front brake circuit failure; the LSPV valve is bypassed and the full
pressure of brake fluid goes to the rear. This ensures that braking is achieved. The
complete details about the LSPV valve & its functioning and setting are mentioned
later.

Trouble Shooting

Preliminary checks involve inspecting fluid level, parking brake action, wheel and
tyre conditions. Checking for obvious or external leaks or component damage and
pedal response. A road test will confirm or deny the existence of the problem.

While road testing if the complaint involved low brake pedal, make several low speed
stops and note if pedal comes back to normal height. Check the pedal response with
gear in neutral and engine running. The pedal should remain firm under steady
pressure. During road test make normal and firm brake stops in speeds of 40 to 60
Km/h. Note faulty brake operation such as pull, grab, drag, noise, low pedal, hard
pedal, fade, pedal pulsation, etc.

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Diagnosis

Pedal falls away

A brake pedal that falls away under steady foot pressure is generally the result of
system leak. The leak point could be at a brake line, fitting hose, wheel cylinder or
Master Cylinder Internal leakage’s caused by worn or damaged piston, seals may also
be the problem cause.
If leakage is severe fluid will be evident at or around the leaking component.

Low pedal

If a low pedal is experienced, pump the pedal several times. If the pedal comes back
up, worn lining and worn rotors or drums are the most likely cause. However, if the
pedal remains low and / or the warning light illuminates then the problem is in the
master cylinder, wheel cylinder, or calipers.
A decrease in master cylinder fluid may only be the result of normal lining wear. Fluid
level will decrease in proportion to the lining wear. It is a result of the outward
movement of caliper and wheel cylinder pistons to compensate for normal wear. Top
up reservoir fluid and check brake operation to verify the complaint.

Spongy pedal

A spongy pedal is most often caused by air in the system. However thin drums or
substandard brake lining and hoses will also cause a condition similar to spongy
pedal. The proper course of action is bleed the system or replace thin drums and
suspect quality brake lining and hoses. In case the system has not been maintained as
per recommendations and the brake hoses have not been replaced then due to swelling
of the hoses during braking – it also causes spongy braking. In such a condition it is
advisable to replace the hoses and replace all the seals and change the brake fluid.

Hard pedal or High pedal effort

A hard pedal or high pedal effort may be due to lining that is water soaked,
contaminated, glazed or badly worn. Defective vacuum assistance will also cause hard
operation. The vacuum booster or check valve (NRV) could also be faulty. Test the
booster function. As detailed below —

1. Start engine & check booster hose connections as well as the EGR valve
connections. Correct any vacuum leak before proceeding further.

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2. Stop the engine and put in neutral.
3. Pump the brake pedal until all the vacuum in the reservoir is exhausted ( normally
after 6 to 8 pedal applications the brake pedal will become hard)
4. Press and hold brake pedal under light foot pressure
a) If the pedal hold firm then proceed to step 5.
b) If the pedal does not hold firm then and falls away then the master cylinder is
defective.
5. Start the engine and note pedal action.
a) If the pedal falls away slightly under light pedal action and then hold firm then
proceed to step 6
b) If no pedal action is discernable then vacuum pump or vacuum check valve is
defective.
6. Rebuild the vacuum reserve as follows. Release brake pedal. Increase engine speed
to 1500 rpm and then bring it to idle and shut off engine.
7. Wait for about 90 seconds and try brake action again. Booster should provide two
or more vacuum assisted pedal applications. If vacuum assist is not performed then
perform check for the check valve and booster.

Find the enclosed flow chart for reference –

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Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Propeller Shaft- March 06
 TROUBLE SHOOTING OF VACUUM BOOSTER ASSEMBLY
BASIC TEST

ENGINE OFF. Depress & release brake pedal

several times to remove vacuum from Booster
Assembly. After this the pedal application will feel
hard to press.

Depress the brake pedal & hold with light pressure of @ 10kgs. &
start the ENGINE

If the booster is functioning satisfactory,

the pedal will fall slightly & then hold.
Here less pressure will be needed to hold the
pedal dawn.

IF THE BOOSTER IS NOT OPERATING If the BOOSTER is

Disconnect the vacuum hose from the NRV . OPERATING pl.
Then with ENGINE RUNNING , turn over & do the
check vacuum supply with a vacuum gauge. VACUUM LEAK
There should be at least 600 mm of Hg vacuum TEST.
for Diesel & 500 mm of Hg for petrol vehicle.

If VACUUM SUPPLY IS If VACUUM SUPPLY

BELOW 600 mm of Hg IS 600 mm of Hg for or
for diesel & 500 mm of more for diesel or 500
Hg for petrol veh. replace mm of Hg or more for
or repair vacuum hose & petrol vehicle, then the
vacuum source. booster is faulty &
should be replaced.

When adequate vacuum

supply is obtained, repeat
basic test.

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Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Propeller Shaft- March 06
 VACUUM LEAK TEST

Run engine to medium speed. Release accelerator & turn

Engine OFF. This builds up vacuum.

Wait for 90 sec.& apply brakes. Two or more

applications should be vacuum assisted.

IF APPLICATIONS ARE NOT IF APPLICATIONS ARE

VACUUM ASSISTED disconnect VACUUM ASSISTED
vacuum hose from vacuum source or there is no vacuum leak.
NRV whichever is easier. If disconnected DO THE HYDRAULIC
from NRV , attach short length of hose to LEAK TEST.
valve.

Blow into hose attached to NRV. If air

passes through , valve is defective.

IF NRV or CHECK VALVE IS IF NRV OR CHECK

DEFECTIVE install new NRV VALVE IS OK , vacuum
& repeat VACUUM LEAK booster is leaking & should
TEST. be replaced.

HYDRAULIC LEAK TEST Depress & release brake pedal

several times . Then hold pedal
depressed with medium pressure

IF PEDAL FALLS AWAY hydraulic system is IF PEDAL

leaking. Check for external leakage at wheel DOES NOT
cylinders, calipers , brake pipes , hoses & FALL AWAY
joints. hydraulic system
If there is no external leak, there may be an is not leaking.
internal leak ( master cylinder seals ) . Repair or
replace parts needed to correct leak.

CHECK VALVE OR NRV -- NON RETURN VALVE ( MOUNTED ON VACUUM BOOSTER FT.
FACE

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Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Propeller Shaft- March 06
Brake drag

Brake drag occurs when the lining is in constant contact with the rotor or drum. Drag
can occur at one wheel, all wheels, front only or rear only. It is caused by incomplete
shoe release. Drag can be minor or severe enough to overheat the lining, rotor and
drum.

Brake drag has a direct effect on fuel economy. Undetected minor drag can be
misdiagnosed as an engine complaint. In case of severe drag it can also cause clutch
slip.

Minor drag will usually cause slight surface charring of the lining. It can also
generate hard spots in the rotor or the brake drum from the overheating/ cooling
process. In most cases the rotors, drums, wheels, and tyres are quite warm to touch
after the vehicle is stopped.

Severe drag can char the brake lining all the way through. It can also cause distort and
score rotors and drums to the point of replacement. The wheels, tyre and brake
components will be extremely hot. In severe cases the lining may generate smoke as it
chars from overheating.

Some common causes of brake drag are:

♦ Loose or damaged wheel bearing
♦ Seized or sticky caliper or wheel cylinder piston.
♦ Loose caliper-mounting bracket.
♦ Loose mounting bolts of the rotor.
♦ Distorted brake drum or shoes.
♦ Rear brake shoes binding on worn/ damaged support plates
♦ Misassembled components
♦ Incomplete release of parking brake
♦ No free play
♦ Clogged master cylinder return port
♦ Broken master cylinder return spring
♦ Early lock of rear wheel due to change in setting distance of LSPV (Any change in
rear spring camber can affect or also wrong setting.)

If the brake drag occurs at all the wheels, the problem may be related to a blocked
master cylinder compensation port or faulty vacuum booster (binds does not release).
An improperly mounted brake light switch can also be a cause of drag. An improper
mounting may prevent the brake pedal to return completely. This will cause the master
cylinder feed port port to be blocked. The brakes would be partially applied causing
the drag.

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Brake Fade

Brake fade is a product of overheating caused by brake drag. However overheating

and subsequent brake fade can also be caused by riding the brake pedal, making
repeated high deaccelration stops in a short time span, Constant braking on steep roads
also cause brake fade. If the brake lining is contaminated with oil or glazed then also
the brake fading will take place.

Pedal Pulsation

Pedal pulsation is caused by component that are loose or beyond tolerance limits.
Disc brake rotors with excessive lateral runout or disc thickness variation, or out of
round drums are the primary cause of pulsation. Other causes are loose wheel bearings
or calipers and worn, damaged tyre

Pull

A front pull condition would be the result of:

• Contaminated lining in one caliper.
• Seized caliper piston
• Binding caliper.
• Loose caliper.
• Loose or corroded slide pin.
• Improper brake shoes
• Inadequate contact of pad.
• Damaged rotor
• Incorrect wheel bearing adjustment (at one wheel)
• Incorrect tyre inflation(High variations between two wheel)
• Shoe return spring weak or broken

A worn, damaged wheel bearing or suspension components are further cause. A

damaged front tyre (bruised, ply separation) can also cause pull.

A common and frequently misdiagnosed pull condition is where the direction of pull
changes after a few stops. The cause is a combination of brake drag followed by brake
fade at the dragging brake unit.

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As the dragging brake overheats, efficiency is so reduced as the fade occurs. If the
opposite braking unit is still functioning then its braking effect is magnified. These
causes pull to switch direction in favor of the brake unit that is functioning normally.

While diagnosing a pull in change in pull condition, remember that pull will return to
the original direction if the dragging brake unit is allowed to cool down (and is not
seriously damaged)

Rear Brake Grab

Contaminated lining, bent, or binding shoes and support plate usually causes rear grab
(or pull). This is particularly true when one wheel is involved. However when both
rear wheels are affected the master cylinder or the proptionating valve could be at
fault.

Brakes Do not Hold After Driving Through Deep Water Puddle

This condition is generally caused by water soaked lining. If the lining is only wet it
can be dried by driving with the brakes lightly applied for 2 to 4 kms. However if the
lining is both wet and dirty then it will be necessary to dismantle, clean and
reassemble.

Brake Fluid Contamination

There are two causes of brake fluid contamination. The first involves allowing dirt,
debris, or other liquid material to enter cylinder reservoir when the cover is off. The
second involves adding to, or filling the cylinder with a non- – recommended fluid.
Brake fluid contaminated with only dirt, or debris usually retains a normal appearance.
In some cases the foreign material will remain suspended in the fluid and be visible.
The fluid and foreign material can be removed from the reservoir with a suction gun
but only if the brakes have not been applied. If the brakes are applied after
contamination, system flushing will be required. The master cylinder may have to be
disassembled, cleaned and the piston seals replaced. Foreign material lodged in the
reservoir compensator/ports can cause brake drag by restricting the fluid return after
application.
Brake fluid contaminated by a non recommended fluid will usually be discolored,
milky, oily looking or foamy. In some cases it may even appear as if the fluid contains
sludge. However remember that the brake fluid will darken in time and occasionally
are cloudy in appearance. These are normal conditions and should not be mistaken
for contamination.

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If some type of oil has been added to the system then the fluid can separate into
distinct layers. This can be verified by draining off a sample with a clean suction gun.
Then pour the sample into a glass container and observe fluid action. If the fluid
separates into distinct layers, it is definitely contaminated.

The only real correction for contamination by non-recommended fluids is to flush

the entire hydraulic system and replace all the seals and the brake hose.

Brake Noise

Squeak/Squeal
Brake squeak or squeal may be due to lining that are wet or contaminated with brake
fluid, grease or oil. Glazed linings and rotor/drums with hard spots can also cause
squealing. Dirt and foreign material embedded in the system will also cause
squeak/squeal. Worn retaining pins can also cause disc pad to squeak/ rattle.
A very loud squeak or squeal is frequently a sign of severely worn brake lining (or the
drum or the rotor). If the lining has worn to the rivets then metal to metal contact takes
place. If the condition is allowed to persist then rotors/drums can become so scored
that replacement is necessary.

Thump/clunk
Thumping or clunking noise during braking are not caused by the brake components.
In many cases such noises are caused by loose or damaged steering, suspension or
engine components. However calipers that bind on the slide surface can generate
thump or clunk noise. In addition, worn out improperly adjusted, or improperly
assembled rear brake shoes can also produce a thumping noise.

Chatter
Loose or worn components or glazed/burnt lining usually causes brake chatter. Rotors
with hard spots can also contribute to chatter. Additional causes of chatter are out of
tolerance rotors, brake ling not secured properly to shoes, loose wheel bearings and
contaminated brake lining.

Brake lining contamination

Brake lining contamination is usually a product of leaking calipers or wheel cylinders,

driving through deep puddles, or lining that has become covered with grease and
gravel during repair.

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Wheel & Tyre Problems
Some conditions attributed to brake components may actually be caused by a wheel or
tyre problem

A damage wheel can cause shudder, vibration and pull. A worn or damaged tyre can
also cause pull.

Severely worn tyres with very little tread depth can produce a condition similar to
grab as the tyre loses and recover traction.

Flat spotted tyres can cause vibration and wheel tramp and generate wheel shudder
during brake operation.
A tyre with internal damage such as bruise or ply separation can cause pull and
vibration

Defective Parking Brake

Can be caused by excessive brake lever play. Sticky parking cable, grease or oil on
shoe, excess shoe clearance (normally caused by malfunction of automatic adjusting
mechanism)

Care of the system

The brake fluid should conform to DOT 3 specifications.

The brake fluid should be replaced once a year or every 40,000 Kms – which ever is
earlier. This is because brake fluid is hygroscopic in nature hence it absorbs moisture.
The normal braking operation also results in brake fluid getting heated. The process
of heating and cooling also results in moisture. The brake fluid boiling point keeps
coming down due to the presence of moisture hence if not changed it can cause higher
corrosion of the wheel cylinders/ master cylinders/ brake tubes as well as spongy or
poor braking.

Caution – Do not mix brake fluid of different brands. Do not use any brake fluid,
which is kept in an open container. Always use brake fluid from a sealed container.

The brake fluid should not be contaminated with any mineral oil. Do not use reuse
brake fluid that has just been bled.

The list of the recommended lubricants is enclosed at the end of the chapter.

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In Car repairs

a) Free Play Adjustment.

b) Brake Bleeding.
c) Front Pad replacement
d) Rear brake shoe replacement.

a) Free Play adjustment

Adjusting the pedal to booster push rod sets the free play adjustment.

b) Brake bleeding

The sequence of the bleeding which has to be ensured is –

5 2

3
3

LSPV

4 1
1. Rear left
2.Rear right
3.LSPV
4. Front left
5. Front right

The procedure at each of the bleed point is to pump 2 to 3 times ; open the bleed
screw1/4th turn ,. Then close the bleed screw. Again pump 2/3 times then open the
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bleed screw keeping the pedal pressed down. Close the bleed screw and release the
pedal. Repeat the operation until no bubbles are coming. The Bypass valve is inbuilt
in the LSPV & it shold be bled at the time of bleeding.
It is also advisable to keep the engine running at idling so that the pedal travel is
complete.

Caution
Before opening the reservoir cap- clean the area of all dust and muck.

Before starting the bleeding – ensure that the parking brake is in released
condition.

After bleeding each point put back the rubber cap.

Always use the brake fluid from an unopened container.

A pipe should be connected from the bleed screw to a clean container where the
pipe other end is fully immersed in brake fluid. Doing the bleeding without the
pipe can lead to improper bleeding as the presence of small bubbles can not be
seen without the tube.

DO not reuse the bled fluid immediately. (It will have air bubbles entrapped.)

During the bleeding operation ensure that the master cylinder fluid level does not
become below lower level. (It can draw air thus defeating the purpose of
bleeding)

If the brake fluid has to be reused then it should be poured into a can using clean
plastic pipe. The removed fluid should be kept without disturbing for at least 72
hours, so as to allow the air bubbles to get out. Later it is suggested to use
chamois leather to strain the brake fluid.

c) Front Pad replacement

Put the vehicle under hand brake in order to prevent from rolling.

In Car Repairs –

Removal & Refitment of Brake pads --

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Note : The Assembly sequence is the reverse of the dismantling sequence.Any special
precautions to be taken while disssembling or assembly are indicated & shown later.

Replacement of the brake pads --

1. Loosen and remove the bolt - Pin of the guide pin & swing up the caliper. (Check
Point A)

2. Remove the old pads one by one.

3. Remove the pad springs (anti-rattle clips ) from the carrier . (Check Point A)

Check Points –

A)

The removed bolt – pin should be scrapped.

While swinging down the caliper take care and

see that the antisqueal shims are not damaged.

While fitting the guide pin ensure that the straight

portion of the pin matches the with ear of the

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 caliper body.

After tightening the bolt to torque .

Rotate the disc and ensure that the disc is free
to rotate.

Connect a transparent plastic pipe to the bleed

screw on the caliper.Dip the other end of the
pipe into a container filled with brake fluid.

Ensure the tip of the plastic pipe always remains

dipped in the brake fluid.

Loosen the bleed screw & push both the pistons

one by one into the caliper bore.

Ensure the pistons are pushed back fully into the

caliper bore.

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 The Pads in the Pad kit are marked
< RH > & < LH > on the pad plate.

Assemble < RH > marked pads on RH Caliper

& < LH > marked pads on LH Caliper.
Apply the anti squeal grease provided in the
caliper kit on pad back plate.

Fit the perforated shim & apply the anti squeal

grease on the perforated shim & fit the steel shim.

Fit the pads with anti squeal shim one by one.

Ensure that all perforations on the shim are filled
with grease.

B)

The pad springs have a projection on one side as

shown in the photograph.

Ensure that while assmebling ; the projection

should be facing away from the brake disc.

If facing towards the disc then it may rub aginst

the disc.

The pad springs should be snap fitted properly on

the machined lugs provided on carrier.

Always ensure that the anti rattle pad spring are

replaced whenever the pads are replaced

Caution : Projection on Pad Spring

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Because the bleed screw is loosened to push the pistons of the caliper back, it is required to
bleed the vehicle to retain the original brake performance of the vehicle.

CAUTION

If the pads are to be reused make sure they are assembled back in the same
position as they were when removed i.e., inboard pad on to the piston side and
outboard pad to the wheel side. This is possible only when at the time of removal
these pads are marked for their positions and kept aside.
Never lubricate the pad seating areas as it may lead to jamming.
After fitting the pads, apply brake pedal 5 to 6 times in static condition in order
to make the pads align properly.
The brake pads require nearly 200 Kilometer's of running for bedding in. Hence
it is advisable that during the brake testing after fitting the new pads and also
during the initial run, severe braking and / or continuous operation be avoided.

Rear Brake liner replacement --

Remove the wheel
The jacking point for rear axle is below the
springs

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 Remove the brake drum after removing the drum
mounting screw.

Remove the parking brake cable lock.

If there is any difficuly in removing the drum ;

use the special tool & drop the setting.

Shoe Dropping Tool

Hand Brake Lever

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 Remove the shoe hold down spring using the
special tool.
It is advisable to hold the pin from the back to
avoid it rotating.

Remove the return spring at the top.

Remove the hand brake cable from hand brake

lever ‘U’ hook & remove brake shoes.

If the hand brake lever is to be dismentled ;

remove the ‘e’ clip & remove the pin from the
trailing shoe to separate the hand brake lever.

While riveting the new liners on to the shoe

following care is taken
- the hole in the shoe rim has not become
oblong/oval.
- While fitting the rivet the holes in the liner
and the shoe rim are in same line.
- The rivet head at the back is formed properly
& the rivetting should be done inside out.
- Inspect the shoe hold down springs, cups &
shoe hold down pins for any damage /
deformation. Replace if required.
- It is advisable to use new shoe return springs.
- It is advisable to fit the parking brake cable

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 on the slot in the trailing shoe before
assembling it on the back plate.
Clean the shoe resting pads on the back plate &
both the shoe tips.

Place one shoe on backplate & assemble pin

shoe hold down cup. Fit one end of the shoe
return spring - lower in the slot provided on
brake shoe.
Assemble the other end of the shoe return spring
– lower in the second shoe.Tilt & place the shoe
on the back plate & fit the shoe hold down pin &
cup.
While fitting the lower return spring take care
that end with the fewer turns is facing the trailing
shoe (towards the rear of the vehicle.)

Place the auto adjuster assembly between the

shoe web slot & hand brake lever slot.

Note –
Ensure proper resting of auto adjuster inside
web & hand brake lever slot.

Assemble shoe return spring –

Upper return spring on adjuster lever.
Place a screw driver inside the small hook of the
spring & by pulling fit the spring in the shoe slot.

Ensure no damage to the Auto Adjuster Lever.

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 Ensure that the the auto adjuster lever edge is
properly located on tooth of auto adjuster wheel.

Connect the Parking brake cable in reverse order

of dismantling.

Centre the shoes relatively by tapping & moving

upwards or downwards.

Before refitting the brake drum check that the

drum thickness has not gone below --- mm.

A thin brake drum will flex during braking

reducing the braking efficiency and also it will
cause improper functioning of the parking
brakes.

Refit drum & wheels.

Apply brakes few times to adjust the brake
shoes.

Working principle, Assembly & Dismantling of Twin Pot Caliper

Assembly –

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Description –

When the brake pedal is pressed then the hydraulic pressure pushes the two pistons to
act simulatenuosly on the brake disc.The combined thrust provided by two pistons is
much higher than the single piston caliper.

The sliding rail type carrier on which the twin caliper body slide easily to ensure that
equal thrust is applied on both pads. A higher friction pad area improves the durability
(life) of the friction material.

Disc brakes by their very nature & design are self adjusting to the wear and hence do
not require brake adjustment to compensate the pad wear.

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Servicing of Caliper –
ƒ Apply hand brakes. Place wheel chocks on rear wheel

ƒ Jack up the front of the vehicle and remove the front wheels by loosening /
removing the wheel nuts.

ƒ Disconnect the hose from the caliper by removing the banjo bolt

1. Loosen and remove the bottom retaining bolt of the guide pin.

2. Remove the caliper sub assembly after removing the top retaining bolt.
(There is no need to remove the Carrier Assembly with pads from the rotor or stub
axle.) Clean the caliper sub assembly externally with alcohol or fresh brake fluid.
3. Remove the caliper pistons from the bore by blowing dry compressed air through
the inlet port of the caliper . Care must be taken to remove both the pistons at a
time. Also to avoid the damage to the pistons , place a wooden block in front of the
pistons. ( approx. 30 mm thick )

4. Remove the boot.

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5. Remove the seal- Pistons from the groove by using a blunt edged connector or
feeler gauge. Take care druing seal removal the bore is not damaged.

6. Remove the bleed screw from the caliper body.

Cleaning & Inspection –

All the removed parts should be cleaned properly using fresh brake fluid or
alcohol and kept in a clean tray.

NEVER USE ANY MINERAL OIL BASE FLUIDS LIKE KEROSENE ,DIESEL , PETROL
etc,. FOR CLEANING OF REMOVED PARTS.
DO NOT CLEAN THE BORE OF THE CALIPER WITH WATER OR STEAM.

Tips –

The Piston seals are to be lubricated

with fresh brake fluid and assembled
in to the seal grooves in the caliper
bores. Make sure the seating of this is
properly done. Then lubricate the
outer surface of the pistons with fresh
brake fluid.

Remove the boot - piston with the help

of a screwdriver. Care must be taken not
to damage the seat of the boot in caliper
body.

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 Orientation of the rubber boot

Correct Wrong

The piston boots are to be lubricated internally

with the special grease supplied in Caliper
Repair Kits before it is assembled on the
pistons.

Locate the boots on to the caliper pistons.

Insert the caliper pistons into the bore & push
it gently into the bore.
Once the piston is home, ensure the fitment of
the boot on to the boot groove on the piston.
The piston should be inserted into the bore in a
straight position only. If it gets tilted while
pushing , there is a chance that the piston will
get jam half way & also can damage the seal.

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 Once the piston is inserted inside the bore, put
a wooden block on the piston & with the help
of a ‘C’ Clamp push it inside the bore. Face to
face fitment of the boot to be insured .

Repeat the procedure for the other piston.

The wooden block should have the corners

rounded to ensure the proper fitment of boot
into the grooves. Otherwise the wooden block
can foul against the radius on caliper body.

Replacement of Sliding pin Kit –

1. Loosen and remove the bottom retaining bolt of the guide pin.

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2. Remove the top retaining bolt of the locking pin.

3. Remove the guide pin .

4. Remove the locking pin with bush from the carrier.

5. Remove the boot – Pin from the carrier.

Smear the pins and the pin bores with the special grease supplied in Sliding Pin Kit.
Apply light grease on locking pin with Bush . Ensure locking pin with bush on top (
Near the bleed screw ) & Guide pin ( with no bush ) on bottom end of the caliper. Fit
the pin boots on to the pins and assemble it on to the carrier bore. Ensure proper
location of the boot lip on to the carrier. Move the pins in and out 3 to 5 times in order
to allow for the trapped air inside the bore to escape.

Repeat the above procedure for the other side caliper assembly.

Inspection of the rotor

1. Check the runout of the wheel disc in four places. Excessive lateral

runout will cause brake pedal pulsation and rapid unven wear of the brake pads.

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The maximum runout permissible is 0.12 mm

2. Disc Brake Rotor thickness variations: Variations in the rotor thickness will
cause pedal pulsation, noise and shudder. It should be kept in mind that the disc
rotor thickness variation is one of the primary causes for brake pedal pulsation.

The maximum variation permissible is ± 0.012 mm

The rotor thickness should be measured in at least 6 different points around the rotor
face. Position the micrometer approximately 15 mm from the outer edge.

Recondition an out of specification rotor.

The rotor/disc should be mounted in such that the lathe can take cut in both the face at
the same time. It is important to remember and note that a lathe which take cut only
on a face will produce a tapered rotor.

If the rotor requires only minor cleanup of rust, scale or minor scoring then use
abrasive disc to clean up the rotor face. However when a rotor is scored or worn,
machining with cutting tools will be required.

Caution:
Do not go below the minimum specified thickness of 19 mm.

Please ensure that whenever the disc is removed from the hub, then while fitting
it back. Use the sealant METALOCK 343 or ANR124 from FEVICOL on the
disc mounting bolts thread. Use new spring washers. Failure to do so may cause
the mounting bolt to work loose.

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Working principle, Assembly & dismantling of the Rear Brake –

The rear brakes are self-adjusting. When the brakes are applied the hydraulic pressure
from the TMC actuates the double acting cylinder which pushes the brake shoe
against the brake drum. At the backside of the leading shoe the auto adjusting
mechanism is located. It is basically a pawl and ratchet mechanism. With the ratchet
fitted on the leading shoe. Thus when the leading shoe moves forward it moves the

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ratchet along with it. On the release of the brakes the return springs pull back the
shoes. However the amount of the travel the shoe can travel back is controlled by the
clearance between the pawl and ratchet teeth. This travel back is set so that the radial
clearance between the brake drum and the shoe does not exceed more than 0.65 mm

Dismantling & assembly consist of:

Shoe removal & Wheel cylinder overhaul

For removal and refitting the brake liner.

Refer to Rear Brake Liner replacement
section.

Disconnect the brake Bundy tubes.

Remove the rubber boots at the ends of the

wheel cylinder.

Remove the pistons along with the spring.

Check the bore of the cylinder for any

pitting or scuffing- if so then the wheel
cylinder will need to be replaced.
Check the piston for any deep scoring or
scuffing.
Before assembly clean the wheel cylinder
and piston with white spirit or clean brake
fluid.
Do not attempt to clean with any mineral
oil. Any trace of it left will contaminate
the brake fluid and reduce the life of the
all the rubber components of the
hydraulic system.

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 It is advisable to fit the parking brake cable
on the slot in the trailing shoe before
assembling it on the back plate
Before refitting the brake drum check that
the drum thickness has not come below
8.20 mm.
A thin brake drum will flex during
braking reducing the braking efficiency
and also it will cause improper
functioning of the parking brakes.

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Working principle , Assembly & Dismantling of the Master Cylinder –

The Master cylinder is a tandem type with two seals each on primary & secondary
pistons. The movement of the brake pedal causes the booster to come in operation and
it moves the push rod. The push rod moves the primary piston in the master cylinder.
In this design of master cylinder, the primary piston & the return spring are screwed
with a shoulder screw & the secondary return spring is snap fitted on the secondary
piston. Hence the pressure output from primary as well as from the secondary outlet is
achievede simultaneously. The initial movement of the brake pedal & inturn the

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primary piston ; closes the reservoir (smaller in size) port. Further movement causes
the piston to pressurize the brake fluid. The primary chamber is connected to the front
brakes and the secondary to the rear.
One safety feature of the master cylinder is the independent pressure generation of
primary & secondary circuit . The secondary piston secondary seal differentiates the
primary & secondary circuits.

The reservoir is mounted directly on top of the master cylinder. The reservoir has
baffles inside to ensure independent oil supply to primary & secondary circuits &
houses a Fluid Level Warning Indicator (FLWI).

Servicing of Master Cylinder –

TMC should be overhauled once in 12 months or at 36000 kms whichever occurs

earlier. The TMC can be serviced only if the condition of the cylinder bore is
satisfactory , i.e free from score marks, ridges , pittings etc,. Otherwise the complete
TMC is to be replaced with a new assembly.

Before removing TMC from Booster take out all the brake fluid from the reservoir
with a syringe or attaching the bleeding pipe to Rear Brake & Front Caliper Pump the
brake fluid out from the brake lines.
• Loosen & remove air cleaner clips , clamp bolts & remove the air cleaner
assembly.

• Loosen & disconnect the brake pipes from Tandem Master Cylinder delivery
ports.

• Loosen & remove the Tandem Master Cylinder clamping bolts & separate the
Tandem Master Cylinder Assembly from the booster.

Hold the brake fluid reservoir and by rocking

it on both sides, lift the same out of the rubber
grommets fitted on to the TMC ports.

Remove the rubber grommets from the

TMC inlet ports as shown in fig. Or with the
help of a screw driver with blunt edge.

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 By slightly depressing the primary piston
with a hylem rod or screw with blunt edge,
remove the circlip

4. Remove the Primary Piston Assembly .

5. Remove the Secondary Piston Assembly by gently tapping the TMC assembly on
a wooden bock..

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 Discard all rubber parts.

Never use any mineral oil base fluids like Kerosene , Diesel , Petrol , Thinner etc. for
cleaning of the Brake Aggregates & their child parts.

• Ensure visually that the feed port holes (2 compensating holes + 2 vent holes)
are clear. Do not poke these holes with sharp instruments.

Examination of TMC and Internal Parts –

Examine the bore of the TMC. If it is not scored , ridged or pitted and smooth, if felt,
the TMC can be rebuilt using the Service Kit .If in case of slightest doubt on the bore
condition, like deep groves or score marks in the bore then a new cylinder assembly
should be replaced.

Examine both the pistons for rust, ridges or burrs. Ensure both the pistons are in
good condition, free from the above conditions.

Caution –

If contamination is observed in the removed seals (seals would have swollen and the
size would have enlarged compared to the new seals) ensure all rubber parts in the
system including rear wheel cylinder seals, front caliper seals and the front and rear
rubber hoses must be discarded and the entire system to be flushed with new brake
fluid.

2.2 Assembly Of TMC –

The Assembly Sequence is in reverse order to disassembly.

If a Minor Repair kit is being used –

The Minor Repair kit consists of the Primary Piston Assembly as the Primary Piston
Assembly can not be serviced in field. The Secondary Piston Assembly is serviceable
& the servicing procedure is as follows –

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1. Remove the snap fit return spring of Secondary Piston .
2. Remove the spring retainer.
3. Remove the Primary Seal ( Secondary Piston ).
4. Cut the secondary seal on secondary Piston taking due care not to damage the
piston.
5. While refitting the Secondary Piston, Primary Seal, ensure the fitment of the safety
washer behind the primary seal
6. The correct orientation of Secondary Piston , Secondary Seal to be ensured.

Insert the Secondary Piston Assembly into the bore & then the Primary Piston
Assembly ; with the spring end leading. Care must be taken to properly guide the seals
into the bore and thereby avoiding any damage to the seals.

With the help of a hylem rod actuate the primary piston couple of times to ensure the
quick return of the piston.

ENSURE THAT THE TMC FLANGE SURFAE IS FREE FROM DIRT,DENT &
BURR BEFORE MOUNTING IT ON TO THE BOOSTER.

NOTE –

1. It is essential that reservoir cap must be removed and cleaned. While assembling
the reservoir cap ensure the presence of filter in the reservoir.
2. After fitting TMC on to the vehicle / vacuum booster , the outlet pipes are to be
connected and torque tightened.

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Working principle of the brake booster –

Note -- The Booster is a non- serviceable Unit & it should never be tampered
with.

Ensure booster out put rod is correctly aligned to the primary piston bore during the
coupling of TMC to the booster.

The Scorpio vehicle is equipped with a Tandem type vacuum booster to assist driver’s
effort. This is achieved by using vacuum from the vacuum pump provided on
alternator in case of diesel engines & from inlet manifold in case of petrol engines.

A pair of diaphragms is provided between the two shells of the booster & difference
of pressure on two sides of diaphragms ( one side vacuum & other side atmospheric
pressure ) gives mechanical advantage. This amplifies the driver’s pedal effort while
braking.
The booster assembly & TMC assembly are coupled with the help of two nuts &
washer. The meting dimensions of booster & TMC are factory set. Hence –

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Do not alter the height of the output rod of the Vacuum Booster unit at any stage
and ensure Booster out put rod is correctly aligned to the primary piston bore
during the coupling of TMC to the booster.

Working principle of LSPV Valve –

Description –
When there is a large difference in vehicle weight between laden & empty conditions;
during dynamic braking, the weight on the rear axle tends to shift towards the frontal
direction of vehicle ( known as Load / Weight Transfer ) resulting into less vertical
load on rear axle which results into rear wheel locking. LSPV regulates the pressure
in the rear brakes in proportion to the load in vehicle. Hence it is called as Load
Sensing Proportioning Valve.
Installation & Working Principle –
This valve is mounted on vehicle chassis with the help of two bolts near the rear axle.
It is provided with a control spring which is attached to the rear axle by a special bolt
passing through a bush. The control spring is in pre-elongated condition. This spring
senses the deflection of rear axle under different loads & thereby automatically
adjusts the operating characteristics (Knee point Pressure )of the valve.
Inlet port of the valve is connected to the delivery port of secondary circuit of TMC &
outlet port of the valve is connected to rear brakes through piping.
The front inlet (bypass ) port of valve is connected to the front (secondary) circuit of
the TMC to sense the front circuit failure .
Working of Valve – Please refer the attached figure.

Area ‘A’

Area ‘P’

Spring Force
‘F1’

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Initially the main spring force keeps the piston pressed in upward direction keeping
outlet port connected to rear circuit open at seal, till knee point i.e. inlet pressure is
transmitted to the rear circuit through outlet port without any pressure regulation.

Further pressing of brake pedal increases the inlet pressure to LSPV & in-turn
increases the downward force acting on the piston. ( The downward force is created
by hydraulic pressure available in front circuit acting on area ‘A’.)
The downward movement of the piston closes the entry of oil from rear inlet port to
outlet port at sealing point ‘ P’.
At this point there are three forces acting on the piston –

1. Upward force ‘F1’ of main spring.

2. Hydraulic force acting on area ‘P’.
3. Hydraulic force acting downwards on area ‘A’.
Since the resultant force is positive , the piston lifts upwards & the Oil entered from
Inlet port is fed to outlet Port & the pressure to outlet increases. Further increase in
inlet pressure ( due to pressing of brake pedal ) again results into downward
movement of piston , thereby closing the outlet at point ‘P’ & results into drop in
outlet pressure.
The process continues & follows a fixed pattern .
LSPV Performance in Front Fail Condition ( Bypass Function ) –
Incase of leakages – Internal or External, in the front circuit there is a failure of front
circuit & front calipers become ineffective. Under this emergency condition the
bypass valve operates automatically. This is achieved by following mechanism.
In front fail condition the force acting on piston will only be –

1. Control Spring Load ‘F1’ acting upwards

2. Hydraulic force acting on area ‘P’
3. Upward force at ‘O’ ring in front circuit

This keeps the sealing point ‘P’ always open . ( due to the front circuit failure the
hydraulic force acting on area ‘A’ is zero. )

So input pressure becomes equal to output. This is called bypass function & transmits
the whole pressure developed in rear circuit of TMC to rear brakes without any
pressure reduction.

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Maintenance Precautions –

LSPV is a non-serviceable unit & should be replaced if any problem arises.

During vehicle servicing control spring setting should be checked & corrected if
required with the help of an ‘ Installation gauge ‘ provided for the purpose. The
stretched length of the control spring should be set at 92.5 mm with the help of
Installation gauge.

The correct setting of Control Spring ensures adequate oil pressure to rear
circuit & thereby ensures no skidding of rear wheels.

Do’s & Don’ts –

Do’s Don’ts
Check LSPV setting whenever the vehicle No other spring setting except the
is reported to the Workshop for servicing. control spring is to be disturbed in
Spring setting to correct length should be field. Main spring setting should not
done by stretching the control spring to the be disturbed as it is set in factory &
manufacturer's specification by loosening any change in the setting of this
the nut provided on rear axle bracket & spring can lead to malfunctioning of
retightening after correct setting. LSPV & result in brake locking on
rear.

While doing any suspension job ( when the If leaf spring assembly is removed
chassis of the vehicle is lifted ) or whenever from vehicle putting Axle stands
the vehicle is lifted on a two post lift, below the chassis the whole rear
remove LSPV Control spring from the axle will float downwards & result
hooking on rear axle. LSPV is a non- into overstretching of LSPV control
serviceable unit & should not be opened in spring. This also can lead to
field. If any problem arises this unit is to be malfunctioning of LSPV. Also do
replaced. not add extra leaves to leaf spring
assy.& avoid over-cambering of
spring leaves as this also will have
an impact on LSPV functioning

The LSPV setting needs to be carried out if:

-The axle has been removed.

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-LSPV Valve replaced.
-Any change in rear suspension carried.

Procedure for fitting and setting the LSPV Valve –

Mount the LSPV valve on the bracket in the chassis.
Fit all the hydraulic connections

Caution: Before fitting / setting the LSPV valve ensure that the
- Vehicle unladen condition. Fuel tank is assumed to be ¾ full.
- Before doing the fitment/setting run the vehicle through rough road / normal
road for 5 to 10 kms. This is essential for the spring/ bushes to settle.

Remove the ‘e’ clip.

Remove the Washer.

Slide the control spring out from the

bolt.

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 Put the projecting pin of the tool in the
eye of the spring & allow the tool to
hang freely..

Loosen the nut & move the bolt in such

away that the bolt is alligned & enters in
the slot on the tool.

Retighten the nut in such a way that the

bolt is in the correct position as
indicated by the tool.
Remove the tool .
Pull down the spring and locate the eye
in the bolt.
Ensure that the spring is sitting
properly in its position.
Fit the washer & the ‘e’ clip.

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Parking Brake -- Description, Setting –
The parking brake is cable actuated and acts on the rear brakes.
On applying the parking brake the parking cables are pulled and they act on the
trailing shoes at the lower end. Since the shoe is pivoted on top it result in actuation of
the trailing shoe. Due to the scroll plate the force also gets transmitted to the leading
shoe.

Based on the slackness in the system the parking brake is manually adjusted by
readjusting the adjusting stud and lock nut.

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Specifications & Wear data –

Figure Description Value

Disc pad Usable 8.5 max
thickness

Replace disc pad if 9 mm

worn out thickness less
than
Disc pad Material Rane R808 asbestos free

Rotor thickness 24 mm

Minimum disc 21 mm
thickness

Runout of rotor face- 0.12 mm

permissible limit

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 Figure Description Value

Disc thickness ± 0.012 mm

variation allowed

Rear Drum thickness 8.20 to 8.35 mm

Minimum thickness of 8.20 mm

brake drum

Maximum skimming
of brake drum

Maximum taper/ bell 0.05 mm

mouthing of brake
drum
Rear brake lining 3.5 mm to 4.3 mm
Usable thickness

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 Figure Description Value
Replace when lining 0.2 mm.
thickness falls below
Minimum Usable
thickness of

Brake shoe Lining Sundaram Asbestos free 3691

Material

Setting length 92.5 mm

(By setting gauge)

Master cylinder I.D 26.99 mm

Wheel Cylinder I.D 25.4 mm

Brake disc O.D 298 mm

Rear Drum I.D 282.2 mm

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 Figure Description Value

Boost ratio-tandem 7.5

booster
Booster size
Tandem-KBX 8 + 9 inch

Clearance
Adjustment- Front Automatic
Rear Automatic
Free Play of the Brake 3 mm
Pedal

Tightening Torque’s –

Description Torque Value

Front Brake Caliper Mounting 24 Nm (18 lbf-ft)
Bolts
Sliding Pin Bolts 27 ± 5 Nm (20 ± 4 lbf-ft)
Banjo Bolt - Caliper 24 Nm (18 lbf-ft)
Brake pipe connectors – Master 18 ± 4 Nm (13 ± 3 lbf-ft)
Cylinder
Vacuum Booster – Mounting 21 ± 7 Nm (15 ± 5 lbf-ft)
Nuts
Brake Pipe connectors – Wheel 21 ± 7 Nm (15 ± 5 lbf-ft)
Cylinder
Rr. Brake Back plate mtg.
LSPV Mounting Bolts
LSPV setting Bolt ( on rear axle)
LSPV Banjo Bolt 24 ± 2 Nm (18 ± 1 lbf-ft)
LSPV Brake Pipe Connectors 18 ± 4 Nm (13 ± 3 lbf-ft)

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Special Tools --

Description/ Part No./ Sketch Usage View

Tool for removal of Brake shoe

hold down spring
MST – 570

Tool for removal of return spring.

MST – 569

Tool for LSPV setting

MST – 568

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 Description/ Part No./ Sketch Usage View

Rr. Brake Shoe Dropping Tool

MST

Recommended Lubricants –

Specification: DOT 3
Hindustan Petroleum: HP Super Duty Brake Fluid

Castrol: Girling Brake Fluid

Indian Oil: Servo Brake fluid Super HD

Sealant:
METALOCK 343 or ANR124 from FEVICOL

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Automotive Sector

Chassis
Contents

General

Inspection

Inspection Data

Frame repair

Tightening torque

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Automotive Sector

General

The chassis has C in C pressed and welded section. The section in the center is
largest. The front & rear have smaller section. This feature ensures optimum
chassis design for the loads in the given section.

The cross members connect the side members to each other.

Frame alignment

Normally frame misalignment is happens only due to:

♦ Collision
♦ Excessive overloading.

An improper frame alignment will affect axles alignment thus influencing the
tyre wear. It will also affect the door closure & window operation. In severely
misaligned frame it will affect the vehicle handling.

Frame Inspection & Measurement

Inspection:

Before proceeding with measurements, inspect all component for visible damage
and other damage.

All damaged areas must be repaired or replaced.

Measurements

Measure the frame for misaligned with body attached to the frame. The
inspection sketch attached gives the alignment reference dimensions.

However before proceeding with any measurements , the following precautions

have to be taken.

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Automotive Sector

Place vehicle on level ground.

The vehicle is in unloaded conditon. With full fuel tank.
If any extra fittings have been fitted. Please remove them. (E.g. winch)
Measure the tyre inflation pressure. Keep it as per recommendation (Front
2.0 and rear 2.2)

Diagonal frame measurement’s.

9 Select reference points along one frame long member. It is suggested that the
body mounting points be used.

9 Transfer these points to the surface floor with a plumb bob.( Attaching paper
sheets below on the ground will improve the measurements accuracy)

9 Locate the reference point on the other long member.

9 Measure the frame outer distance in front and the frame outer distance in rear.

9 Move the vehicle away.

9 Measure the distance between all the reference points diagonally. The
measurement should not vary more than 10 mm

9 Divide the distance between the front outer points and the rear frame outer
points. This gives the center of the frame.

9 Join the center of the frame width at front and the center of the frame width at
rear. Place a chalk line between these two points. This gives the centerline of
the chassis.

9 Determine how close to centerline is to diagonals intersection point.

9 The reference mark on the floor will provide an illustrated indication of the
degree of misalignment.

9 A reference point transferred from one side’s long member may be 5 mm

ahead or behind the reference point from the opposite long member.

9 Frame bow to the side should not exceed 5 mm per 2540 mm in length.
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Automotive Sector

Inspection points:

Measurement of Independent Front suspensions points.

Take the measurement of the IFS points as shown in the sketch. And using the
same procedure of marking.

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Automotive Sector
And

The dimension for the LCA bracket front & rear is the same.
T

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Automotive Sector
Frame Repair

It is not recommended to repair the chassis frame. In case of any bend. Twist due
to accident collision: if the bend is beyond the specified limits then it has to be
replaced.

Tightening Torque’s
Chassis outrigger to Body Mounting: 45 ± 0.5 Nm (33 ± 0.4 lb. ft)

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Automotive Sector

HVAC

Contents

Description

Trouble Shooting

Care of the system

In Car repairs

Control panel

Specification

Recommended Lubricants

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Automotive Sector

Description --

The Heater, Ventilation and Air conditioning combines air conditioning, heating
and ventilating functions.

The system comprises of:

9 Blower & Air Inlet system

9 Heater core, and Air distribution assembly.
9 Air Conditioning system.

Heater system

The heater system is controlled water flow system. A water valve controls the
quantity of water entering the heater core.

Air conditioning System

The system uses non-CFC refrigerant R134A.

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Automotive Sector

The refrigerant at low pressure and temperature enters the compressor where it is
compressed and its pressure and temperature increase. The refrigerant after leaving
compressor enters condenser and here it is condensed into high-pressure liquid and
is collected in receiver drier. From the receiver drier it passes through expansion
valve where it is throttled down to a low temperature and pressure. After finding its
way through expansion valve it finally passes into evaporator coil where it extracts
heat from surrounding. The refrigerant, which was in low-pressure liquid state,
converts to low-pressure vapour. The low-pressure vapour then again enters the
compressor.

Particle
filter

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Automotive Sector

The incoming air (in fresh mode or recycle mode) passes through a particle filter &
then gets cooled and dehumidified by the evaporator. The evaporator is in
operation all the times unless the AC switch is kept in off condition. To maintain
minimum evaporator temperature a fixed thermostat-setting switch controls the
compressor clutch. This switch which is called Anti freeze switch has a probe so
that it touches the coldest part of the evaporator is used to avoid formation of ice.
(If ice formation is allowed then the ice formed prevents exchange of heat thus
reducing the cooling and forcing the compressor to work continuously/ longer
period. Leading to low cooling as well as system failure.)

The evaporator always cools the incoming air (recirculated or fresh) to an amount
set by the fixed thermostat value. The cooled air later goes through the heater coil.
Thus the final air temperature is dependent on the amount of hot water passing
through the heater.

For example when the control panel thermostat is set to the coldest value then no
quantity of hot water goes through the heater and the final outcome is only the cold
air. As the control panel’s knob is moved towards the hotter the mixing start i.e.
the quantity of hot water going through the heater starts increasing proportionately.

It should be borne in mind that when the engine is cold the temperature of
incoming water is low, hence to get a desired temperature the knob will have to be
set any given position. However as the engine warms up the water coming to the
heater also gets warmer, thus the final outcoming air temperature will raise. As a
result after the engine warms up the knob in the panel will have to be readjusted to
get the same outcoming air temperature.

Trinary Pressure switch: It is mounted on Receiver drier.

High-Low Pressure operation:. If the system pressure becomes low then it
switches off the compressor. Thus in the case of refrigerant loss due to any system
leak the compressor failure is avoided. Once the pressure increases above 32 bar
then the compressor is shut off to avoid any system failure. If the system pressure
falls due to any leaks then the compressor is switched off.
Medium pressure operation: When the pressure in the system goes above 17 bars
then it switches on the condenser fan. As the pressure reduces below 14 bar the
condenser fan is switched off.

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Automotive Sector
Trouble Shooting –

AC Performance Test --

This test has to done in shade and at an ambient temperature of 30 to 40

degrees maximum. If the ambient temperature is more than that, then please
take the vehicle to the coolest area available in shade and then carry out the
test.

A. Start the engine, switch on the AC and keep the Engine RPM at 1500.

B. Set the Blower to 3rd speed, the ventilation mode to be set to chest and
recalculation mode. The temperature control should be set to the coolest.

Now we have two tests

1. In the 10-minute open door test, the drop in average grill temperature with
respect to the ambient temperature should be 15 degree. Hence if the
ambient is 30, then the grill temperature should be 15 degrees.
2. In the 10-minute closed-door test, the average grill temperature should be
less than 12 degrees.
3. The probe should not go more than 1” inside the grill. Take average value of
the 4 grilles.

Note:
In normal conditions:
The low side pressure should be 1.5 to 2.5 bars.
High-pressure side the pressure should be 15 to 17 bar.

This is with reference ambient temperature of 30 to 35 ° C

If the ambient temperature is different from the range refer to the chart for
getting the range of suction and discharge pressures.

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Automotive Sector
Symptom Causes Remedial action
Low pressure side Evaporator flooding due to 9 Remove refrigerant
pressure high Block valve stuck open. 9 Evacuate/dehydrate
Ps>2.5to 2.9 9 Change expansion
And 1. Dirt in Block valve. valve
High pressure side 2. Moisture in the 9 Change filter/drier.
pressure gauge high. refrigerant circuit 9 Charge correct
Pd>19.5 to 25 bar amount of oil &
refrigerant.
Discharge air warm 9 Check
performance.

Low side –High Non condensable ( excessive 9 Remove refrigerant

High Side- High air) 9 Evacuate/dehydrate
Ps>2.5-3.0 bar 9 Change filter/drier.
Pd> 19.5-25 bar 1. Large amount of air 9 Charge correct
Suction side piping is hot caused by insufficient amount of oil &
to touch. evacuation after repair or refrigerant.
servicing of system 9 Check performance

2. Leak in system allowing

air and moisture to enter.
Low side –High 1. Expansion valve stuck 9 Change the
High Side- High open. expansion valve.
Ps>2.5-3.0 bar
Pd> 19.5-25 bar
Frosting on suction side
piping

Low side –High 1. Excessive refrigerant 9 Check refrigerant

High Side- High 2. Poor condenser cooling condition
Ps>2.5-3.0 bar 3. Engine or condenser fan 9 Check & repair
Pd> 19.5-25 bar not working condenser fan.
4. Fan direction reverse. 9 Check condenser.
Discharge air- Warm 5. Condenser fan clogged 9 Check pressure
High side tubes-Very hot with debris/ sand. cap, clearance
Compressor clutch- 6. Radiator overheating. between fan and
Could continuously cycle radiator.

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Automotive Sector
on the high pressure 9 Check coolant and
switch any other radiator
problem.
Pressure does not come to
normal when condenser
cooled by water

Low side- Low or vacuum 1. Expansion valve- 9 Remove refrigerant

High side- High Stuck closed and or 9 Evacuate/dehydrate
Ps> 1.5 bar to vacuum insufficient refrigerant flow 9 Change filter/drier.
Pd> 19 to 22 bar to suction side of the 9 Charge correct
compressor. amount of oil &
Discharge air- slightly refrigerant.
cool 2. Foreign material or 9 Check performance.
moisture entry causing
rust formation.

Low side _ low or vacuum Clogging on high side: 9 Remove refrigerant.

High side- High 9 Clean & flush
Ps> 1.5 bar to vacuum 1. Clogging between system.
Pd> 5 to 7 bar compressor outlet and 9 Change filter drier.
evaporator inlet ( High 9 Charge correct
Discharge air-slightly cool side) amount of oil &
High side tubes- Cool and refrigerant.
showing signs of sweating 2. Very little or no 9 Check performance
or moisture build up at refrigerant flow to suction
the position after the ( low) side of the
point of restriction. compressor
Temperature difference
found on both the sides of
the clogged component.

Low side Gauge- Normal 1. Excessive moisture in 9 Remove refrigerant

to Vacuum ( Gradual system 9 Evacuate/dehydrate
reduction) 9 Change expansion
High side- Normal 2. Moisture can freeze valve 9 check)
Ps> 1.5 to vacuum within the expansion 9 Change filter/drier.
valve and cause blockage 9 Charge correct
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Automotive Sector
Pd> 14 to 16 bar through rust formation. amount of oil and
refrigerant.
Discharge air becomes 9 Check performance.
warmer as low side cycles
to vacuum.
Low side- High 1. Compressor malfunction. 9 Replace
High side- Low compressor.
Ps> 4 to 6 bar 2. Compressor faulty,
Pd> 7 to 10 bar internal blockage in 9 Remove refrigerant
suction Hose after low 9
Compressor –Noisy. side filing port. Evacuate/Dehydrate
Discharge air- Warm .
Discharge hose- Cool. 9 Change filter drier.
9 Charge correct
amount of oil &
refrigerant
9 Check performance.

Abnormal noise 1. Belt slippage/damage. 9 Correct belt tension/

2. Idler replace belt.
pulley
misalignments 9 Replace bearing in
3. Compressor clutch pulleythe pulley.
faulty. 9 Check the
4. Loose compressor
compressor
mounting bolts mounting
5. Loose A/C plumbing 9 Check for loose
touching firewall/ frontparts and correct. Fit
panel/ fenders. rubber packing
6. Compressor where
internal clearances
damage. low.
9 Replace
compressor.
High /Low pressure 1. Faulty compressor 9 Replace
equalize soon after discharge or inlet valve. compressor.
compressor stops.
Compressor is not hot to 2. Faulty compressor seal.
touch.
Compressor pressure 1. Non condensable in 9 Recover refrigerant/

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Automotive Sector
drops rapidly after system
switching off and does not check for leaks and
stabilize to saturation repair
pressure as per ambient
temperature.
Line to condenser is Restricted flow of refrigerant 9 Remove restriction
excessively hot. in system Evacuate
9 Replace receiver
drier.
9 Charge through the
charging unit.

Insufficient/ no air flow 1. Blower rotation direction 9 Correct the blower

wrong. fitment.
2. Sealing disconnected. 9 Renew sealing.
Insulation piece blocking Remove blockage.
air passage. 9 Adjust cable.
3. Mode cable not adjusted 9 Recharge battery.
properly. Check the charging
4. Voltage insufficient < 12 system.
Volts 9 Correct earthing.
5. Improper earthing. 9 Correct wiring.
6. Open circuit, wiring 9 Replace fuse.
harness.
7. Fuse blown
8. Filter clogged 9 Clean filter
element by
tapping.
9 Replace filter
element if airflow
is still insufficient
after cleaning.
9 Replace filter
element after
15,000 km OR one
year.

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Automotive Sector

Compressor clutch 1. Open circuit/ Fuse blown. 9 Replace fuse.

engagement not 2. Weak battery. 9 Charge battery.
satisfactory 3. Faulty clutch relay. 9 Change relay.
4. No refrigerant. 9 Check for leaks,
5. Shorted clutch coil. charge refrigerant &
6. Oil/ dirt on clutch plate. oil & check.
9 Replace coil.
9 Change clutch
plates
Check condenser/ 1. Condenser fan pusher
radiator Fan- direction of type Radiator fan puller.
rotation If fan not operating:
• Loose connection
• Loose wiring harness.
• Motor burnout.

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 Automotive Sector

Air circulation in the climate box –

Fresh Air

To Demister

Recirculated
air To face middle RH

To face Middle LH

To Face RH

To center console
To foot RH
Knob Position
Flaps↓ Face Face-foot Foot Foot-defrost Defrost
Face LH Open Open
Face RH Open Open
Face Open Open
MiddleRH
Face Open Open
Middle LH
Center Open Open Open Open
Console
Foot LH Open Open Open
Foot RH Open Open Open

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Automotive Sector
Defrost Open Open

The Airflow can be either fresh air or recirculation mode.

The air box with the electrically controlled flaps & recirculation mode is slightly
different. Sketch given below.

Care of the system --

The system should be flushed and charged every 50,000 or 1 year of operation.
The quantity of the gas which has to be filled is 830 ± 20 grams.

The refrigerant used is R134A.

Do not use mix R12 & R134 A. the oils used for compressor is unique for R134.
DO NOT MIX. IT WILL CAUSE DAMAGE TO O RINGS as well as the R/D.

Though R134A is non-CFC, it is recommended that it should not be discharged to

atmosphere.

We recommend the use of ROBINAIR equipment for evacuation, charging of the

system.

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The particle filter should be changed once in 15,000 Kms. Also it is recommended
that the vehicle should not be driven with AC or blower on without the particle
filter as it will seriously damage the AC system components.

It is recommended that the evaporator fins be cleaned of dirt/ fungus every 40,000
Kilometer or once in 9 months for normal operation. If the vehicle is not clocking
long mileage then also it should be cleaned every 9 months (normal areas) and 4
months in dusty conditions.

This will ensure that the heat transfer is effective hence better cooling and also
increase the airflow. The recommended cleaning agent is mentioned in the
recommended lubricant section.

In Car repairs --

Caution

9 Extreme care has to be taken to prevent any liquid

refrigerant in coming in contact with skin. Always wear safety
goggles.

9 Do not allow liquid refrigerant to touch bright metal. Refrigerant will

tarnish bright metal and chrome surface. Refrigerant in combination with
moisture is very corrosive and can damage to all metal surfaces.

9 When charging, always keep the tank in upright position. If the tank is on
its side or upside down, liquid refrigerant will enter and affect the
compressor.

9 Always double check that the gas being used is a R134A.The refrigerant
cylinder is color-coded to avoid confusion. R134A is Blue.

9 The compressor oil for R134A gas is different from R12A compressor oil.
Do not mix. If the R12A compatible compressor oil is used then it will
damage the O rings as well as the receiver Drier.

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9 The Robinair equipment AC 350 should be used with R134A gas only.

9 Never discharge a system or do brazing/welding operation when the engine

is ON.

9 PAG oil is highly hygroscope. Open containers only when ready to use.
Cap containers immediately after use.

9 Use only the specified oil for the AC system

9 Do not allow PAG oil to contact bare skin.

9 Do not allow PAG oil to contact paint work- wash immediately

The charging procedure comprises of the following distinct steps.

Discharging the system.

Evacuation of the system and checking for low vacuum leak

Purging – if required.

Preliminary charging & High Pressure leak test.

Charging the system.

Evaporator cleaning

Performance test.

Discharging the system --

The following procedure is recommended for evacuation.

1. Connect the hose of Recovery unit to the vehicle circuit

Red hose to the high pressure charging port
Blue hose the low pressure charging port

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2. Open the quick coupler valves on the hose after they are connected to the
system

3. Check the manifold gauges the units control pane. They should register above
zero. If it is indicating zero then either the hose is not connected
properly/or/quick coupler valves are not opened or the system is empty.

4. Make sure that the drain valve at the bottom is closed.

5. Open both the manifold valves on the control panel

6. Open the Gas (vapor valve and liquid valve on the tank.

7. Switch on the power

8. Choose Recover option from the panel

9. To assure that the complete recovery of the refrigerant. Wait for 5 minutes and
watch the manifold gauges for a rise above zero.
10. If a rise occurs, press HOLD/CONT. repeat until the system pressure hold for at
least 2 minutes

11. The system displays the weight of the refrigerant recovered.

12. Confirm that the oil catch bottle is empty. Then slowly open the drain valve and
allow the oil to be drained into the bottle. When all the oil has been recovered,
close the valve immediately. New clean oil must be added to system before
recharging with the refrigerant

13. The automatic recovery unit will operate until the air conditioning system has
been emptied of refrigerant down to atmospheric pressure. The cylinder can
now be closed.

Evacuation of the system –

The evacuation and leak test ensues that the system does not leak under low-
pressure conditions.

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Ensure that the hoses are connected to the charging ports and valves on the hoses.
Tank & manifold are open.

Choose vacuuming program (Shift/Reset option) from the control panel.

Set up the vacuuming time in minutes. Approximately 15 minutes of vacuuming

time is recommended.

The unit displays the complete message after the vacuuming is over.

Check the moisture indicator. If it is green, it means that the system is ready for
recharging. If it is not green then manual recycling has to be done for one hour. In
case the moisture indicator still does not turn green, the reason could be saturated
receiver drier. It should be replaced.

The charging station is equipped with recycling facility. During evacuation the
refrigerant is automatically recycled to assure recharging with the cleanest possible
refrigerant. Recycling begins automatically after 5 second of the vacuum pump
starting. Non condensable gases (mostly air) are automatically vented from the
tank.

The system must hold the vacuum of –100 Kpa for a minimum of 15 minutes. If
vacuum is held then the system has no ands and should be evacuated for further 15
minutes

This completes the evacuation process.

Purging – if required --

Where the system has been ruptured, contaminated, or a compressor has to be

removed, reinstalled or replaced, the system should be checked for contamination,
and if so then the entire system must be flushed.

The system can be flushed with Nitrogen.

Preliminary charging & High Pressure leak test --

This ensures that the system does not leak under high pressure conditions.

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Confirm that the hoses are connected to the charging ports and valves on the hose,
Tank & manifold are open

Enter the refrigerant quantity by weight and press ENTER. (At least 200 grams of
charge are required to do the high-pressure leakage test)

Press CHG to start charging. The unit displays the completed message after the
charging is completed.

Use the electronic leak detector to probe the leakage’s. Leakage checking to be
done at the following points.
Expansion valve joints
All pipe joints.
Suction & discharge ports.
Both the charging ports

Note: Inspect for leaks by slowly moving the probe of the detector around all
the hose connections and points of possible leakage’s. The R134A is heavier
than air; hence, any leakage will be more apparent at the bottom of fitting.

Charging the system –

If no leaks are found then do an additional charging of 650±20 grams. The total
system requirement is 830±20 grams.

However in case of leakage, the system should be discharged.

After that repeat, the steps from evacuation onwards till the above steps. Then
proceed.

In case the system was checked for High pressure leaks by using Nitrogen,
Evacuation should done first and then system should be directly charge with
850±20 grams.

Close both the manifold valves and then start the vehicle.

Start the vehicle’s AC system and set it to maximum cooling. Check the pressure
gauges and temperatures in the vehicle.

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Turn off the engine.

Disconnect the high side hose and start the vehicle. Open both the manifold valves
to pull the refrigerant from both the hoses into the system.

At the lowest operating pressure close the low side valve and switch off the
vehicle. Disconnect the low side hose and remove adapters if used.

Close the high side manifold valve. Both the valves should now be in closed
position.

9 Do not start the engine when the valve on the manifold and
tank are open.
! 9 Ensure that the valves are closed before starting the engine.
9 Never run the compressor without the refrigerant in the
system as the lubricant relies on the refrigerant flow

Accurate system refrigerant charge can only be determined by

charging the correct amount of R134a

If in doubt as to gas charge, e.g.

Suction pressure low
Or
Discharge pressure low
Or
Air outlet temperature at the face high.

Then: Evacuate the system and Charge with the 830±20 grams of R134 A

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Carry out cooling system pressure test and suction (low side)
pressure reading comparison.

Evaporator Cleaning Procedure –

1. Remove Blower connection & remove Blower Assembly.

2. Insert “ Coil Rinse Nozzle ” inside the Climate Box Assembly .
3. Spray “ Coil Rinse ” at least 2 times.

4. After Spraying, the Liquid becomes Foam & enters in the Evaporator coil.

5. Assemble the removed Blower Assembly again.

6. Wait for 10 minutes.

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7. Close all the Vents. Start AC with Blower on 1st speed.
8. Run the Engine at 1500 RPM for 5 minutes.
9. Put AC Off & put Blower on 4th Speed for 5 minutes, Keep all the Vents
closed.

10. All the Evaporator Containment's & Water (Liquid) will drain out through
the Drain Hose & Evaporator becomes clean.

Special Instructions for Vehicle Users to avoid Wet Smell on the Evaporator:

Put OFF the AC & put Blower on 4th speed 5 minutes before stopping the Vehicle,
this will keep Evaporator DRY & NO WET SMELL will come from Evaporator.

Performance test –

Pressure gauge readings together with the face air outlet temperatures are the only
method of checking and diagnosing the cooling system.

Checking system oil charge —

The compressor is charged at the factory with 150 cc of FD46XG(PAG) refrigerant

oil, which circulates within the entire AC system. Only this type of oil, which is

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pale yellow in color, must be used when adding or changing oil. This oil is not
compatible with any other PAG oil. It is not necessary to regularly check the oil
level in the system. It should be remembered that the oil gets circulated within the
whole system. Therefore, whenever an AC system component is replaced a
quantity of new refrigerant oil must be added to the system, where a major loss of
system oil has occurred. The loss normally takes place when:
Hose failure or leak is present.

Refrigerant system component is damaged due to collision.

If oil is suspected to be in the system

The procedure to be followed is

Recover refrigerant from the system by evacuation.

Drain out the refrigerant oil.
Flush the remaining oil using R134a refrigerant.
Add 150 cc of new refrigerant oil to the compressor.
Install the compressor after replacing the Suction and discharge “O” rings.
Note: Ensure that the ‘O” rings are not twisted and that both the seals and ‘O’ rings
are clean and then oil.
. Follow the steps of charging procedure.

Compressor Replacement –

1. Discharge the refrigerant

2. Remove the suction and discharge pipes from the compressor, ensuring no
foreign items get clogged to the ports. (In order to have better accessibility it is
suggested that the following parts be removed first- right wheel, right aprons;
oil cooler)

3. Loosen the tensioner pulley .

4. Remove the fan belt

5. Loosen the compressor mounting bolts.

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6. Remove the compressor.

7. Drain and measure the refrigerant oil from the original compressor by removing
the drain plug.

8. For example, the oil quantity drained from the original compressor is 80 cc.
The replacement compressor comes with 150 cc of compressor oil.
The implication is that out of the total 150 cc of the original compressor. 70 cc
of oil is in the system. Hence if the replacement compressor is fitted as it is, it
will cause this 70 cc extra to get into the whole system and affect the
performance.

9. Hence it should always be –

Oil to be drained from new compressor =Total oil capacity of compressor-
Drained oil
The refitting procedure is the reverse of assembly procedure.

10. Follow the steps of charging procedure.

Control Panel --

The control panel has 3 knobs- the right knob is for degree of cooling to heating-
depending on the knob setting. For maximum cooling set the knob on blue color
dot and for maximum heating set the knob on red color dot.

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The left knob sets the flap position to direct the airflow to face only or face & feet
or feet only or feet & defrosting or only defrosting.

The middle knob controls the blower speed. The bottom row indicates AC low ,
AC high & fresh air / recirculation mode.

The control panel is PCB based & has only one cable for water valve opening
operation.

View of the Base plate assembly with actuators (Electrical Operation

of Flaps & circulation modes –

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View of the electrical actuator base plate Assembly –

Levers

Base Plate

Actuator
Motor Cam

Gear

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Setting of the control panel Cable --

The procedure, which is, outlined below are the setting procedure for assembly.
However, please note that the removal of the cables should also be done in the
same positions.

Caution: Failure to follow the procedure may cause breakages.

Note: The procedure for setting of the links with Electric actuation is given
after the manual control panels

Water valve setting Procedure

Water valve setting Procedure –

Hold the control panel in front of the housing.

Keep the cooling & heating knob at

the highest cooling point position.

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Clamp the cable of the control panel

water valve to closed position of
water lever in the housing side.

Water lever at closed position,

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View of the Climate control box with Electric Actuation Showing the
linkages for different actuation –

Defrost Lever

Defrost
Rod
Face Lever

Face Rod

Foot
Rod

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Fitting the rod by snapping it on the Hook –

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Photo showing the levers in the face mode –

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Fitting the Fresh /re circulating flap ( with the flap in the fresh air
mode) –

Lever for
Fresh /
Recirculating
mode
Motor for
Connecting Fresh /
Rod Recirculating
mode

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Replacing the Antifreeze switch –

The function of the anti freeze switch is to protect the refrigerant system from
damage. It switches off the compressor when the condenser water dries ices up on
the evaporator fins. Otherwise, the evaporator becomes extra cool, resulting in the
air passage between the fins getting blocked. Suction pipe becomes extra cool and
sometimes iced up, the refrigerant remains liquid even after the expansion valve
due to insufficient heat transfer across the evaporator surface and eventually the
compressor will get damaged due to liquid refrigerant inflow.

Replacement procedure:

Remove the wiring harness from the connector.

Pull out the probe carefully.
While fitting back , ensure that the washer & the O ring is present.

Recommended Lubricants –

Refrigerant: R134A
Compressor oil: FD46XG. PAG stands for ( Poly Alkaline Glycol oil)

Oil quantity to be filled while replacing components –

‰ Condenser/evaporator: In addition to the drained quantity- 20 cc

‰ Receiver Drier: Add 20 cc of new oil
‰ If any one pipe is replaced then 10cc. (If 2 pipes replaced then it should be 20
cc.)

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Evaporator cleaning Agent --

" Coil Rinse" Packaged by Chemguard Laboratories; Kuala Lumpar.

In India Marketed by Astro Trading Company

Contact person Mr. Rakesh Bhai ; Mobile no 9820141308

Specifications –

Blower Motor: 3700±300 ; 12 V; 300 W

Condenser Motor : 2500± 200; 12V ; 200 W
Expansion Valve- 2T

Chart showing the Effect of ambient temperature on Low Pressure side

pressure & High side pressure with R134 A

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Steering

Contents

Description

Troubleshooting

Care of the system

In Car repairs

Dismantling & Assembly of the Steering Gear

Working principle of the Steering Pump

Specifications

Tightening Torque’s

List of the MST’s.

Recommended Lubricants

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Description

The power steering system is a rack and pinion system. The engine driven
hydraulic –pump supplies oil to a control valve situated in housing that supports
the pinion shaft. Movement, imparted to the control valve from the shaft in the
steering column is via a torsion bar. This sensing bar moves the control valve,
which in turn directs the oil to one side or the other side of the ram piston inside
the steering rack.

The control valve is a rotary type spool valve controlled by the torsion bar
interposed between the steering shaft and pinion of the steering box. The spool
valve is a shaft with six flutes and a sleeve, which has six internal axial grooves,
encases this. Radial ports in the sleeve and shaft pass the oil from the supply to the
lines connected to the ram chamber.

A series of the splines between the shaft and the sleeve limit the twist of the torsion
bar to about 7 degrees in each direction; below this angle the torque applied by the
driver to the steering box is transmitted by the torsion bar. This fail-safe feature
provides a mechanical drive from the steering shaft to the pinion in the event of
any power system failure.

The amount of the twist of the torsion bar and the movement of the spool valve is
proportional to the effort applied by the driver. Initial power steering assistance is
obtained at about 0.5 degrees deflection of the bar and this power rises
progressively as the bar moves to about 4 degrees; the point o maximum
assistance.

When the wheel is in straight-ahead position, all the ports are open so oil is
allowed to flow through the valve and return to the reservoir.

As soon as the wheel is turned, the torsion bar is deflected; this allows the spool
valve to rotate relative to the sleeve, cutting off the oil flow both to the reservoir
and one side of the ram. At the same time the other side of the ram is subjected to
oil pressure, which builds up sufficiently to move the road wheel and return the
torsion bar to no – torque position. During this stage the oil displaced from the
uncompressed side of the ram is returned to the reservoir.

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On occasion when the resistance to road wheel movement is excessive, the oil
pressures build up to its maximum. At this pressure a relief valve fitted inside the
pump opens and allows the oil to return to pump inlet.

Trouble Shooting

The rack and pinion design is a simple design. However it is still susceptible to
various problems in particular to leaks. If the bellows are ripped or are unable to
keep the contaminant’s away then it can cause damage to oil seal and subsequent
leaks.

One complaint, which can be present, is that the steering may be stiff and jerky
when the unit is cold and as the vehicle is driven/ warmed the power assist
gradually comes back. It normally indicates that grooves worn into the bore of the
pinion aluminum housing by hard control valve seals.

Wear in the centre housing causes the fluid to leak around the rack piston. Causing
either steering wander or lack of straight-ahead stability. Another cause of steering
wander and erratic control often accompanied by clumping, thunking noise is the
deterioration of rack mounting bushings.

Fluid levels can be hard to locate. Sometimes you will see a low level in the pump
reservoir but no evidence of escaping liquid. Squeeze the bellows and you will
probably find that they are full of liquid. To confirm if that side of the rack is the
culprit, then remove the both the bellows, clean the rack housing and then operate
the system to observe the seepage directly.

It should be mentioned that a rusty input shaft U joint or deteriorated flexible

textile/rubber coupling could imitate rack problems.

Caution: After attending to the repairs it critical that the system be

completely flushed completely. Disconnect the return line from the pump and
put in a container, then disable the injection (remove the wire from the shut
off solenoid) and crank the engine. Add fresh fluid until you get a clear flow
from the line. Take care that the reservoir does not run dry during the
flushing. Failure to do so will result in premature failure of the repaired unit.)

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The possible causes for the power steering complaints are tabulated below:
PROBLEM POSSIBLE CAUSES CORRECTION
Objectionable Noisy relief valve in hydraulic There is some noise in all
Hiss pump. Steering gear noise valve the power steering system.
noise is transmitted trough the One of the most common is
steering column or open-air a hissing sound most
passages in the area where the evident at stand still
column or controls pass through parking. Hiss is a high
the floor into the engine frequency noise that is
compartment. present in every valve and
results from high velocity
fluid passing valve orifice
edges. There is no
relationship between this
noise and the steering gear
performance. DO not
replace the intermediate
shaft or the steering gear
unless the noise is too
objectionable. Check the
dashboard seals between the
drivers area and under hood
to eliminate open space/
gaps
Rattle or 1. Gear loose on frame. 1. Check the gear mounting
chuckle noise in bolts. Torque the bolts to
Steering Gear specifications.
2. Check the IBJ and OBH
2. Steering linkage looseness. for wear.
3. Adjust the hose position.
3. Pressure hose touching other Do not bend the tubing by
parts of the vehicle. hand.
4. Replace.
4. Loose IBJ or OBJ 5. Adjust to specification
5. Improper over centre-
clearance. A slight rattle may
occur on turns because of

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increased clearance off the

high point. This is normal
and clearance must not be
reduced below specified
limits to eliminate this slight
rattle.

PROBLEM POSSIBLE CAUSES CORRECTION

Excessive wheel 1. Air in the steering. 1. Add oil to the pump
Kick Back or reservoir and bleed.
Loose Steering 2. Steering Gear Mounting 2. Tighten attaching bolts
loose. to the specified torque.
Replace loose parts.
3. Adjust the wheel
3. Front wheel Bearings bearings or replace as
Incorrectly adjusted or worn. required.
4. Adjust to specifications
4. Steering Gear Improperly 5. Dismantle and assemble
adjusted. the steering gear as
5. Damaged or worn steering specified.
Gear. 6. Replace the rubber
6. Worn or damaged rubber bushings
bushing for mounting
steering gear
Vehicle leads to 1. Front end misaligned. 1. Adjust to specifications.
one side or the 2. Replace the gear Valve.
Other (keep in 2. Unbalanced steering gear
mind the road valve. If this is the cause
condition and steering effort will vary light
wind in direction of lead and 3. Align the column.
conditions.) Test heavy in opposite direction.
the vehicle , 3. Steering shaft rubbing with 4. Adjust as required.
Going in Both the ID of the shaft tube
directions , On a 4. Steering linkage not level.
Flat road

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PROBLEM POSSIBLE CAUSES CORRECTION

Momentary 1. Low oil level in Reservoir. 1. Add steering fluid as
Increase in 2. Pump Belt slipping. required.
steering Effort 2. Tighten or replace belt.
When Turning 3. Refer to pump test.
the Wheel 3. High Internal leakage’s (
Quickly To the Steering Gear or Pump)
Right or Left
Poor return of 1. Tyres under inflated. 1. Inflate to specified
Steering 2. Lower coupling flange pressure.
against the steering gear 2. Loosen the pinch bolt
adjuster and assemble.
3. Steering wheel rubbing 3. Adjust the steering
against directional signal column.
housing. 4. Replace the bearings.
4. Tight or seized steering shaft 5. Relubricate/ replace the
bushing/bearings joints.
5. Steering joint or linkage 6. Align the steering
binding. column.
6. Steering column 7. Relubricate/ replace the
misalighned. ball joints.
7. Lack of lubrication in the 8. Check & adjust to
suspension ball. specifications.
8. Improper front end 9. Adjust the preload.
alignment. 10. Replace the hose.
9. Steering gear adjusted too
tight.
10. Kink in return hose.

Steering wheel 1. Low oil level in Pump. 1. Add fluid as required.

Surges or Jerks 2. Loose pump belt. 2. Adjust tension as per
when Turning specification.
with engine 3. Sticky flow control valve. 3. Clean the control valve
running, or replace the pump.
especially during 4. Refer to the power
Parking. 4. Insufficient pump pressure/ steering System Test.

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PROBLEM POSSIBLE CAUSES CORRECTION

Hard steering 1. Low tyre pressures 1. Adjust the tyre pressure.
effort in both the 2. Lubricate & relubricate
directions 2. Lack of lubrication is at proper intervals.
suspension or ball joint. 3. Align the steering
column.
3. Steering gear to column 4. Tighten or replace belt.
misalignment. 5. Fill to proper level and
4. Pump belt slipping. inspect for leaks.
Refer to pump Pressure test.
5. High internal leakage. 6. Replace or clean the
valve.
7. Loosen the pinch bolt
and assemble correctly.
6. Sticky flow control valve. 8. Adjust the preload in
Straight-ahead position.
7. Lower coupling flange 9. Check & adjust to
rubbing against steering specifications.
gear.
8. Steering gear preload high.

9. Improper front end

alignment
Foaming Milky Air in the fluid and loss of fluid Check for leak & correct.
Looking Power due to internal pump leakage Bleed the system.
Steering Fluid. causing overflow Extremely cold temperature
Low Level and will cause aeration
Possible low problems if the oil level is
pressure low. If oil level is correct
and the pump still foams
then check for the air
leakage caused by loose
joint
Low oil Pressure 1. Check for kinks in the hose. 1. Remove the kinks or
due to 2. Foreign objects stuck in the replace the hoses.
Restriction in hose. 2. Remove the foreign
the Hose objet or replace the hose.

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PROBLEM POSSIBLE CAUSES CORRECTION

Chirp Noise in Pump belt slipping Tighten or replace Belt
Steering Gear
Belt squeal ( Pump belt slipping Tighten or replace Belt
Particularly
noticeable at
Full wheel
Travel &
Standstill
Parking)
Growl noise in 1. Scored pressure plate, thrust 1. Replace Pump.
Steering Pump plate or rotor 2. Replace Pump.
2. Extreme Wear of cam ring
Growl noise in 1. Low oil level 1. Add the power steering
Steering Pump 2. Air in the oil. Poor pressure fluid.
hose connection. 2. Bleed the system.
Rattle or knock Pump Vanes sticking in rotor Replace pump, flush
noise in steering slot system.
Pump Pressure hose touching other Adjust hose position.
parts of the Vehicle.
Swish Noise in Faulty flow control valve Replace pump.
steering Pump
Whine Noise In Pump shaft bearing scored Replace pump.
Steering Pump
Low oil Pressure 1. Flow control valve stuck or 1. Replace pump.
Due to Steering inoperative 2. Replace pump.
pump 2. Pressure plate not flat 3. Replace pump, flush
against the cam ring. system.
3. Extreme wear of the cam 4. Locate source of leak &
ring. correct. Bleed the
4. Air in oil. system.
5. Low oil level 5. Add power steering fluid
6. Pump belt slipping as required.
7. Damaged hoses or steering 6. Tighten or replace belt
gear as required
7. Replace as necessary.

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Care of the system

The lubricant level should be checked every 10000 Kms with the vehicle unladen
and in a level ground. The lubricant level should be between the maximum and
minimum mark. The fluid level should be checked with the engine in off condition.
If the oil level is excess it will tend to come out from the filler cap in use lubricant
meeting oils specification of ATF (Automatic Transmission Fluid. The brand
names have been specified in the Operators Manual and also in the end of the
Section.

In Car repairs

The following repairs can be carried out without removing the assemblies.
a) Removal and refitment of out board Joints (OBJ)
b) Greasing of the OBJ (In case the rubber gaiter is torn.)
c) Removal & Refitment of the Steering Wheel.
d) Checking for Steering Play.
e) Steering Wheel - Centralize
f) Bleeding the system.

a) Removal and refitment of Track rod ends/ Outer Ball Joint

Slacken the wheel nuts. Raise the

wheel and remove the front wheels.

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Slacken the track rod end lock nut.

Remove the castelled nut split pin and

remove the castelled nut.
Remove the track rod end using the
special tool.

Remove the track rod end. While

removing the track rod end, make a
note of the number of tuns required to
remove the end.
While fitting back the end or fitting a
new end turn it back the same number
of threads

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b) Greasing of the track rod end/Outer Ball Joint (Only if the rubber gaiter is
torn.)

After removal of the track rod end

Remove the circlip

Fill the joint with about 10 grams of

grease

Fit a new gaiter and put the lock

c) Removal & Refitment of the Steering Wheel

Remove the horn cover, using the

screw driver
Remove the lock nut, using the 22
mm socket

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d) Checking and adjusting the Steering Play.

After driving the vehicle in a straight

road, check the wheel spokes for
angular play.
25/30
degrees If more than 25 to 30 degrees then
check -Tie-rod end ball joint or
steering gear inner ball joint or
Lower arm ball joint or universal
joint
Replace the defective part/parts
Caution- While checking ensure
that the engine is in off condition
and wheels are in Straight Ahead
Position ( SAP position)

e) Steering Wheel – Centralize

Caution: This procedure for centralizing the Steering wheel is valid only if the
misalignment of the spokes is less than 30 degrees. In other words this procedure
is only for fine-tuning the steering wheel position not for gross error. If it is
more 30 degrees then remove the steering wheel and initially realign to less than
30 degrees.
To check for the centralization of the
steering wheel. Drive the vehicle on a level
road surface; note the angular position
(misalignment of the steering wheel
spokes.

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Raise the vehicle

Mark the position of the track rods and the

track rod ends

Slacken the track rod end lock nuts and

also remove the gaiter outer retaining clips.

Rotate both track rods in the same direction

approximately 30 degrees for every 1-
degree of steering misalignment error.

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Clock If the steering wheel has an anticlockwise

wise Anti angular error then both track rods must be
error clock rotated clockwise- when viewed from the
left – hand side of the vehicle

If the steering wheel has an clockwise

angular error then both track rods must be
Clock rotated anticlockwise- when viewed from
wise Anti
the left – hand side of the vehicle
error clock

Check the front wheel alignment (Toe In)

after the steering wheel has been
centralized

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f) Bleeding the system.

Before starting the Bleeding operation, ensure that the Vehicle is in level ground,
and the reservoir is filled to the maximum specified.

As with any hydraulic system ensure that the recommended fluid only are used.
Ensure that no dirt enters the system while topping up. Before opening the
reservoir cap, wipe the area with a cloth.

Caution: Ensure that the front wheels

are jacked up and wheels are lightly
touching the ground.

If this is not done then the steering

linkage and components will be under
undue stress.

Even with the wheels partly jacked up,

do not hold the steering in fully locked
position for more than 10 second.
Failure to do so may damage the pump
beyond repairs.
Start the engine.

Rotate the steering wheel from lock to lock

3 to 4 times.

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Check if the oil in the reservoir has

dropped down drastically- if so check for
any leaks.

Check if any foaming/ frothing is taking

place.
Repeat the rotation from lock to lock till
the foaming subsides
If the foaming is not subsiding after ¾ of
the above cycle, check for the tightness of
the hoses in particular the reservoir to the
steering pump and later the steering gear to
reservoir. The loose connection in these
pipes will allow air to sucked into the
system.
After completing the bleeding operation,
ensure that with the engine running the oil
level is between the maximum and
minimum mark
Close the cap

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Dismantling & Assembly of the Steering Gear

Using the Special Tool, hold the

steering gear in the vice.

Using the special tool remove the

steering gears pipes connecting the
control valve to the gear.

Remove the outer Ball Joint.

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Loosen and dislodge the outer clips

holding the bellows with the help of
screw driver and pliers

Remove the bellows along with the

clips.

If the bellow is having any crack, or

swelling then discard them. It is also
advisable to use new clips along with
the bellows.

Note that the RHS and LHS bellows

are not equal.

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Before removing the Inner Ball Joint

(IBJ). Cover the threads with tape so
that during handling and reassembly
they do not get damaged.

Remove the claw washer after opening

it using screwdriver.

Remove the inner Ball joint

Remove the IBJ on the other side.

Caution: During assembly check that

the steering rack hole is not clogged
with grease. If the hole is clogged, the
pressure inside the boot will change
after it is assembled and the steering
is turned.

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Remove the bottom end cover, used

for controlling the preload using the
special tool.

Remove the endplay-controlling plug.

Note the condition of plastic wear
area. Remove the spring

Remove the end cap on the tube side.

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Remove the end bush (tube end)

Before removal of the control housing

the rack should be pressed to the either
end.(At the extremes of the rack the
clearance with the pinion teeth is more
hence assembly and removal is easy)

Remove the control housing

Remove the rack..

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The Teflon piston seal should be

removed and refitted by fingers only.
Smear power steering oil on seal
before assembly.
To remove and refit the inner seal use
the special tool.

Caution: While refitting the rack

ensure that rack teeth do not damage
the inner seal in the tube and the
housing

To remove the pinion bearing use the

special tool.
For assembly also use the same tool
but the other end.

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For removal and refitting the pinion

outer bearing use the special tool ( No
23)

Tap out the pinion from the control

housing using the special tool.

Remove the bearing & the sleeve.

Push the pinion along with the control

housing.

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While assembly fit the control sleeve

using the special tool.

Press the oil seal using the special

tool.
After the rotating torque has been
adjusted by using the end plug. It has
to be locked.
Press the oil seal at the tube end using
the special tool.
Fit the end plug (tube end) using the
special tool.

Fit the bottom plug using the 18-mm

socket.

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Fit the inner ball joint

Fit the bellows.
Caution: ensure that the outer clips are
fitted on top of the groove. (The
rubber boot also has a beading, which
sits on the groove.)

Caution: The tube side boot is smaller

than the control housing side.

Working principle of the Steering Pump

The steering pump is non-serviceable. Hence it cannot be repaired.

The pump is a constant flow, vane type incorporating a flow control valve (with an
integrated relief valve) and it is gear driven by engine. The power steering pump
consist of housing, drive shaft, cartridge assembly & bearing(s) apart from the
valve.

As the pump rotates a vacuum is created at the inlet, which causes atmospheric
pressure to force the fluid in to pump from the reservoir. As the rotor rotates, the
inlet port closes and the fluid is trapped between the vans. Further movement
forces the fluid to be pressurized as the profile of the cam ring constantly reduces
the available volume. At the minimum point of the profile the chamber opens into
the outlet port.

The rotor is having 10 vanes, thus each rotation is equal to 5 pumping action. The
discharge rate of the power steering pump increases in proportion to the pump
speed increases.. The flow control valve is provided to maintain the optimum flow
of the supplied oil for power steering operation, at all engine speeds. The relief
pressure will open when the system pressure exceeds the set value. This normally
happens when the steering wheel is turned and held in the lock position.

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Specification

Rack & Pinion, End Take Off, Integral Power

Steering Gear Type
Assisted
Steering Gear Make Sona
Rack Travel (Steering Gear) LH – 75 mm & RH – 75 mm, maximum
Overall Steering Ratio 20 : 1
Total Turns Available on Input
3.75
Shaft of the Steering Gear
No. Of Steering Wheel
3.6
Rotations (Lock to Lock)
Torque required on input shaft
1.5 Nm
to move the Rack (preload)
Normal Operating Pressure 85 bar
Steering Wheel Diameter 395 mm / 365 mm
Power Steering Pump Sliding Vane Type – Positive displacement
Pump Make Koyo
Pump Make Delphi – from Serial no 42D 67038
Direction of pump rotation Clockwise when viewed from shaft end
Pump Flow 8.5 LPM @ 1000 rpm
Pump – Pressure Relief 75 kg/cm2 0r 75 bar
Pump – Drive Gear driven
Wide Operating Speed – Pump 600 rpm - 6500 rpm
Wide Operating Temp. Pump &
- 40 ° C to + 120 ° C
Gear

Flow Control cum Pressure In-built System

7.5 +0.5 / - 0 Mpa.
Relief Valve in Pump 8.5 ± 0.7 lit / min @ 1500 RPM

Oil capacity – Reservoir

Oil capacity – System 0.8 aprox.

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Tightening Torque’s

List of the MST’s.

MST Number Description

MST – 547 Steering wheel puller
MST – 548 Steering stand
MST – 549 Tie rod end remover
MST – 550 Socket steering pump Nut

MST – 551 Unit wrench –12 mm

MST – 552 Spanner power Steerin
g Lock nut
MST – 553 Drift pinion assembly
MST – 554 Rack stopper wrench
MST – 555 Installer power Steering Oil End
Cap
MST – 556 Driver needle bearing
MST – 557 Driver bearing rack Housing
MST – 558 Installer oil seal-Steering
MST – 559 Installer pinion Housing Upper
Pinion Oil seal
MST – 560 Installer oil seal Power steering.
MST – 567 Unit wrench – 10 mm

Recommended Lubricants
The recommended brand names are

DEXTRON TEXMATIC 1278 / 1888 from CALTEX ATF

Capacity is 0.8 liters

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Wheels & Tyres

Description

Trouble Shooting

Care of the system

In Car repairs

Removal & Refitment of the tyre

Specification & Wear Data

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Description

The tyres fitted in Scorpio are radial tyres and with a suitable wheel disc. The tyre
size can be is 235 . Additonally the Scorpio All New is shod with tubeless tyres.

In the tyre the P 235/75 R 15. The 215 is the width of the tyre in mm at the
designated air pressure and load. The / 75 is the aspect ratio of the tyre. (Ratio
between the height and width here the height is 0.75 times the width

The tyres play a very important and vital role in the vehicle handling and ride
characteristic. Hence it is advised that any change not as per the specification have
to be done with caution.

The air pressure maintained has a direct influence on the fuel average obtained,
braking and also on ride characteristic. Hence it is imperative that the tyre pressure
be maintained as per specification. The tyre specified with the specified air
pressure gives these tyres a safe speed of 180 Km/hr

Trouble Shooting
Symptom Causes Remedial action
9 Maintain the correct tyre
pressure.

9 Do the tyre rotation.

Under Inflation
Lack of rotation
Excessive cornering.

Rapid wear at
Shoulder

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9 Maintain the correct tyre
pressure.

Rapid wear at centre

Over inflation

Symptom Causes Remedial action

9 Maintain the correct tyre
pressure.

Cracked Treads

Under Inflation
Check and adjust:
9 Hub end play
9 Camber to be checked and
adjusted.

One Edge Wear Excessive camber

Excessive cornering
9 Check & correct Toe In
9 Check the chassis bend
9 If tyre rotation not carried
out as per schedule. Do the
tyre rotation.

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Feathered Edge Incorrect Toe In
Wear No tyre rotation.
9 Balance the tyres.
9 Check the brake drum
roundness.
9 Check jammed wheel
cylinder/ calipers.
9 Check the wheel bearings.
9 Avoid driving with sudden
Bald Spots Unbalanced tyre brake locking.
Out of round brake
drums in rear.
Faulty wheel bearings.
Sudden braking.

Symptom Causes Remedial action

Lack of rotation or 9 Tyre rotation.
Worn or Out of 9 Check & replace the
Alignment Suspension suspension components.

Wavy / Scalloped
wear
Side Wall crack- Kerb damage
radial/ diagonal Stone hit
Side wall crack Run Flat
circumferential / tyre ( It is more obvious
bulging from inside )

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Care of the system

The tyre is one of the most abused components hence maintaining the tyre is of
utmost importance.

The recommended tyre pressures are given below:

Tyre size P235/75 R15 & 235/70 R16

Front Rear
2.2 bar / 32 psi 2.2 bar / 32 psi

Up to 5 persons + 40
Kg load

Tyre size P235/75 R15 & 235/70 R16

Front Rear

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2.2 bar / 32 psi 2.2 bar /32 psi

More than 5 person

The tyre pressure should be checked once in a fortnight. (Once a week during
summers). The tyre pressures should always be checked & corrected in cold
condition. The valve should be always covered with the valve cover. An opened
valve can have the valve needle stuck in a partial position causing the tyre to bleed
during operation..

The tyre pressure specified can cater to continuous high-speed performance. Hence
it is not advisable to increase the tyre pressure before going on a high speed run.

The practice of keeping the tyre pressure lower in summer is actually detrimental
to the tyre. To understand that let us examine what happens – if lower pressure is
kept. Then the sidewall flexing is going to be more hence the heat generation will
also be higher. Which will result in a faster increase in tyre pressure. So the wear
rate is going to be higher.
Similarly the practice of bleeding the tyre pressure to reduce the pressure after a
long run can cause the sidewall to crack and in a worst scenario sidewall bulging.

Before going on a long drive it is a good practice to remove the stones/pebbles

trapped in the treads. The probability of a puncture due to stone trapped and
digging through the crown once it gets heated up is reduced.

It should also be kept in mind that a radial tyre with higher pressure is more prone
to burst under impact from stone at high speed or kerb impact. Lower air pressure
results in higher sidewall flexing and drastically increases the chance of sidewall
damage / cut in bad roads.

Wheel balancing should be done at least every 20,000 Kms. It is compulsory to do

a balancing of the wheel after any puncture.

The tyre rotation should be carried out every 10,000 Kilometer’s

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An improper wheel alignment will have an adverse affect on the life of the tyre.
Hence it is suggested that the wheel alignment be checked initially at 10,000 kms
then every 20,000 Kms. (In case the vehicle has traversed through extremely bad
terrain at high speed then it should be done earlier. If the wheel disc is having any
deformation particularly in the bead seating area then do not wait until the mileage
has covered- get it balanced.) In case of abnormal tyre wear refer to the Trouble
shooting section and take the corrective action suggested.

The grooves in the tyre are used to pump out the water between the road and the
tyre. In case the water is not pumped out the tyre will ride on water. Since the
coefficient of friction of water is very low that will result a sliding action.
Obviously the amount of water which the tyre can pump out between the ground
and the tyre will depend on the depth of the groove which is acting as a channel.
The tyre manufacturers recommend that a minimum tread depth of 1.6 mm should
be present.

Once the tread depth is less than 1.6 mm it is recommended to replace the tyres. I t
is not advisable to retread the tyre.

Any kind of lubricant on the tyre is detrimental as it promotes degradation of

rubber and also increases the chance of hardening. Normally this happens when a
mechanics rubs the spare oil or grease on to the sidewall of the tyre.

The tyre rotation pattern is

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In Car repairs

The tyres should be removed and then only attended for puncture or damage. In
situ repairs are not recommended.

For removal of the tyre from the vehicle the jacking points are:

For 2WD Front- to be supported on the chassis, behind the lower arm just below
the first outrigger.

For 4WD Front -Behind the lower arm just below the first outrigger. While
locating the jack or the locating for the 2-post lift please ensure that it does not
touch the torsion bar. (It can cause the torsion bar to bend.)

For the rear wheels: below the spring.

Caution

Never go under the vehicle when it is jacked up. This jack is meant for only
raising the wheel. For any under body work/inspection support the vehicle on
vehicle stands.

If the vehicle is run with severely under inflated tyres – the vehicle stability may
be affected. A run flat wheel can also damage the wheel disc- besides literally
shredding the tyre.

Removal & Refitment of the tyre

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It is recommended that the tyre removal and refitment on the wheel disc be done in
a tyre specialist shop where the tyre fitting machines are available. The advantage
of the machine over the conventional method is that the damage to the beading
area is totally avoided.

In absence of the machine. Ensure that:

No sharp tools are inserted while removing the tyre.
No sharp tools/ screwdriver is used while fitting the tyre.
While refitting the tyre the use of powder between the tube & the tyre is
recommended

It is recommended that the tyre be inflated to a pressure of 40 PSI. This will ensure
that the bead is locked in properly and also in centralizing. Then later reduce the
pressure to the recommended pressure.

Removal & Refitment of the spare wheel from the vehicle

Remove the covering on the rear

and using the wheel spanner lower
the spare wheel

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Lower the wheel on to the ground
and take off the locating tang from
the disc.

The fitment of the old tyre to the

spare wheel carrier is the reverse of
the above procedure
While fitting the tyre on to the axle
ensure that :
- The boltholes in disc are not
oblong.
- The threads of the bolt are not

! having dirt – neither is there

dirt/ mud in the nut. (Generally
while removing a wheel the nuts
are left in the ground collecting
dirt/mud. It is a better practice to
keep the removed nuts on
vehicle.

While tightening the wheel nut

tighten as per the sequence shown.

Caution : Failure to do so can

cause vibration of the steering

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wheel at high speed.

1
4

3 2

Specification & Wear Data

Run out of the tyre- radial 1.5 mm

Run out of the tyre- lateral 1.5 mm
Unbalanced allowed- tyre Maximum 1.8 Kgf
Minimum tread depth 1.6 mm

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Body
Care of the System

Glasses

Regulators

Doors

Trims

Carpets & Insulation

Instrument Panel

Remote fuel lid

Seat Belts.

Accident Repair

Lubricants & Adhesives

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Care of the system:

If the vehicle is going to operate in very dusty operating conditions and desire to
protect the interior is there. Then the roof lining, seat fabric can be given a
protection of 3M’s scotch guard spray.

Glasses

9 Windshield Glass

9 Rear Glass

9 Driver & Co Drivers Glass

9 Middle Row Doors Glass

Windshield glass.

To remove the old windshield glass – use

Piano wire to cut through.

Before fitting the new windshield

Clean the new windscreen and the body
panel using the approved cleaner. (DGX
Cleaner Terostat 8550)
Apply primer on the windscreen seating
area (Glass Primer Terostat 853)

Apply primer on the body seating area

(Lack primer Terostat 8521)
Apply the glazing sealant. (Terostat 8590
UHV/M)
Locate the seating tabs such that they seat
properly on the unpainted portion in the
bottom of the glass.
Lift the windscreen using the suction cups.

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If the suction cups are not used then the

finger may touch the sealant and lead to

! poor seating besides affecting the water

sealing.

Locate the windscreen so that the glass

tabs rest securely on the slightly raised
portion of the body in the windscreen
mounting area.

Press it in place and apply pressure for

about 5 minutes to cure it.
Normally the curing time is approximately
4 hours
! The curing time may increase with
humidity and also varies with the
temperature.

Please refer the instruction leaflet along

with the adhesive kit

Fit the weather seal.

1. Push on at the top corner and work
down the sides of the windscreen.
2. From the center , push the weather seal
and work out to the corners of the
windscreen,

Rear glass

Remove the weather strip.

Remove the glass taking care to take out

the terminals for the heater (In the High
series)

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Before fitting the new glass

Clean the new rear glass and the body
panel using the approved cleaner. (DGX
Cleaner Terostat 8550)
Apply primer on the rear glass seating area
(Glass Primer Terostat 853)
Apply primer on the body seating area
(Lack primer Terostat 8521)
Apply the glazing sealant. (Terostat 8590
UHV/M)
Fit the external weather strip before lifting
off with the suction cup.
If the suction cups are not used then the
finger may touch the sealant and lead to

! poor seating besides affecting the water

sealing.

Locate the 4 tabs in the glass with the

depressions in the body
The curing time may increase with
humidity.
!

Driver & Co drivers Glasses

Remove the door trim

Remove the door mirror.

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Pull off the external & the internal weather

seals.

Disconnect the glass from the window

regulator by loosening the 2 screws.

Support the glass at the top of the channel

before lowering the window regulator.

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To remove the glass

Tilt it forward
Then lift up the glass.

Middle Row Glasses

Remove the door trims.

Remove the external & internal weather

strips.

Rotate the square shaped locking plate

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behind the glass on the locating pin.

Support the glass at the top of the channel

before lowering the window regulator.

Tilt the glass away so that the pin comes

out of the runner.
Take out the glass by rotating and lifting
up.

Regulators

Remove the Glasses (driver/ Codriver or

middle row)

Disconnect the regulator multiplug.

Pull at the plugs not the wires.

Drill out the seven rivets.

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While installing it is advisable to use pop

rivets only.

! Use self-tapping screw only if the pop

rivet machine is not available. However it
will reduce the reliability of the repair

Quarter window glasses

Remove the screws on the ventilator.
Remove the D pillar Trim
Remove the weather strip from inside and
pull the window from outside.

Doors

Remove the door trims

Remove the Glasses

Remove the regulators.

Disconnect the Bowden cable from door

inner lock handle to latch.

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Remove the outer door handle.

Remove the door latch.

Remove the door check strap after

removing the pin

Remove the hinges.

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If a new door assembly is being installed

then 2 no butyl patches have to be pasted.
While refitting the door align the doors
with body using the slots in the hinge

Trims

Internal Trims

External Trims

Internal Trims

9 Door Trims
9 Pillar trims
9 Head lining

Door Trims

Remove lock handle- 1 screw

Remove Handle- 2 screw

Remove the trim.

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Remove door pillar trims.

A pillar

Remove the door weather strip.

Peel off the trim

(Replace clips- while fitting back)

B & C pillars top trims

Remove the door weather strip.

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Remove the black clip- 2no (at the

bottom end of the trim)

Remove the seat belt anchor

Peel off the trim

D pillar top trims.

Caution the grab handle cover for screw

is hinged at the outer ends.

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Remove tab

Peel off the door trim.

Remove the head lining

Remove Head cladding

Remove the door pillar trims ( top)

Remove the rear head lining

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Remove the sun visor after removing the

2 mounting screws.

Remove both the cabin lights.

Remove the front tabs (behind the

sunvisor)

Remove the rear tabs (at the side of the

rear cabin light)

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Remove the grab handles for the middle

row passengers

Remove roof lining.

While refitting replace all the clips.

Remove the roof felt (if required)

Caution- while fitting the front roof felt

align the antenna hole.
!
External Trims

9 Side cladding ( Where applicable)

9 Front Bumper
9 Rear Bumper.
9 Quarter glass ventilator
9 Ski Rail Fitment (DFO)

Side cladding

It is recommended that whenever the side claddings are removed the clips
should be changed.

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No repair of cladding is recommended.

Front cladding- Remove the 4 screws

along with the mud flap.
Driver /co driver seat- Peel off the
cladding.

Middle door- Mounting screws can be

accessed after opening the door – at the
arch.

After removing the 4 screws – pull off

the cladding.

Rear cladding- 3 screws are accessible

after removing the rear bumper.
Bumper.
Front Bumper
Rear Bumper

The bumpers are made of energy absorbent material. Thus in case of minor
accidents (Upto speeds of five Km/hr) they deform and then regain the shape.

This is a passive safety feature (for the pedestrians) and reduces the chances of
bumper deformations in bumper to bumper traffic conditions.

Do not attempt to repair the bumper, which has got damaged. It has to be
replaced.

Front Bumpers

Open the cutout for accessing the

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Automotive Sector

bumper mounting screws.

Remove the bumper mounting

screw – 2 each side

Remove the bumper

Rear Bumper

Remove the bumper mounting screws- 2

on each side

Remove the bumper

Quarter glass ventilator

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Automotive Sector

The quarter glass ventilator is mounted

by 2 no screws
Ski Rail Fitment.

The Ski rail can be installed only in vehicle in which the option of fitting is
provided.

Remove the plug blocking the holes.

Fit the brackets on to the roof panel
using the fasteners provided,
Note: As the panel is provided with weld
nuts at the mounting points hence for
fitting the ski rail the head lining is not
required to be removed.

Carpet
Remove the seats.

Remove the scruff plates on the side as

well as the rear.

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Automotive Sector

Remove the carpet

Below the carpet – a thick insulting

material is present

Do not wash the carpet.

The carpet can be only cleaned using the
vacuum cleaner.
! (If required 3M’s scotchguard can be
sprayed as protection.)

Insulators

Dash insulator/ felt-

Before removing the insulator first remove the locks. Caution while removing
ensure that the studs are not damaged.

The fire wall insulator is having the lock and adhesive.

Instrument panel

9 Lower & Upper Panels

9 Central console
9 AC louvers

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Automotive Sector

Upper & Lower Panels

Remove the steering wheel

Remove the combination switch cover.

Remove the instrument cluster bezel (

snap fit)

Remove all the wiring connection and

speedometer cable.

For a more detailed write up on removal

of speedometer cluster refer –
Electricals.

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Automotive Sector

Remove the Central console top-it is

snap fit.

Remove the wiring connectors

Remove the upper Instrument panel.

4 screws at top. The bottom screws are
accessible after opening the glove box
lid & the fuse cover

Remove the lower central console.

After removing the 4 mounting screw

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Automotive Sector

remove the lower IP

Central console lower.

Remove either drivers or codrivers seat.

Remove the cover for of the parking

brake lever.

Note _ It is easier to take it out in the

parking brake applied position.

Through the opening available- remove

the 2 number screws attaching it to the
floor.

Remove 1 screw in either side at the

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Automotive Sector

front.

Remove the console by pushing forward

& then lifting it up from rear.
The console has 2 locating pins at the
front.

!
AC louvers

The lower louvers can be pulled from

outside.
For removing the louvers in the upper
IP- the IP has to be removed and then 2
screw to be removed and pulled out from
inside.

Fuel tank lid – remote operation –

The fuel tank lid is on the rear left. It is electrically operated from the switch
provided on the center bezel.

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Automotive Sector

If the actuator fails.

Remove rear seat

Remove the access cover.

Intyhe opening , the acces to the cable
operated by the actuator is easy. Ant the
cable or even the locking ratchet can be
pulled.

After that, rectify the failure mechanical/

electrical.

Seat Belts.

The seat belts & the stiffener stalks have to be replaced if:

1. The vehicle had been involved in accident and the occupant had been using
the belt.
2. If the belt is frayed.

Replacement of seat belt.

Driver & Co drivers seat belt.

Remove the seats

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Automotive Sector

Remove the top anchor bolt.

Remove the B pillars top trim.

Remove the lower mounting bolts.

Remove the B pillars lower trim.

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Automotive Sector

Middle row Seat Belts

Remove the seat

Remove the anchor bolt of the floor.

Remove the top anchor bolt

Remove the bottom anchor bolt.

Remove the C pillars top and bottom trim.

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Automotive Sector

Remove the tensioner assembly along with

the locating guides and the seat belts.

Accident repairs

Fender: Is having an outer skin panel, which are mounted by screws.

The inner panel comprises of inner panel & a stiffener.

The inner fenders can not be removed for normal service.

In case of accident repairs.

Caution:

Trying to repair the front panel only by tinkering is hazardous as the

headlights are mounted on the corner headlight bracket. These brackets are
having location in three planes so any variation here will result in the
headlight aiming go haywire. And it will influence the bonnet fitment and
cause uneven gaps for the fender skin panels

The serviceable parts are:

1. Only the front along with the headlight panel.
2. The fenders along with the front panels.
3. The fender stiffeners both LH & RH.
4. Roof panel.

To replace only the Front panels.

For reference purpose, refer to the Using a drill – drill out the weld connecting
sketch at the end for the spot weld the head light panel to the fender.
location.
Fill those holes

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Automotive Sector

For reference purpose, refer to the Using the locating dimensions locate the
sketch at the end for the spot weld panels and do gas welding
location.
Alternatively, use the metal to metal
For locating dimension refer to adhesive from 3 M
the sketch of the dimension.

It is suggested that a simple pipe

jig as shown in the sketch
confirming to the dimension can be
made for ease of assembly.

To replace the Front panel & fender assembly

Remove the skin panels LH & RH

For reference purpose, refer to the The fender inner panel & the stiffener
sketch at the end for the spot weld overlap with the cowl panel. The
location. overlapping areas spot welds have to be
drilled off.

Fill the holes in the cowl with metal

Install the new Front panel & fender

assembly

Gas weld the overlapping areas.

Alternatively, use the metal to metal

adhesive from 3 M

Locate the stiffener and do gas welding or

use the metal to metal paste.

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To replace the Roof panel.

Remove the Windscreen

Remove the Rear Glass
Remove the headlining.
For reference purpose, refer to the The roof can be removed by:
sketch at the end for the spot welds
location. Drilling out the spot welds.

Or

Using a power saw the roof panel could be

cut at the point shown.

Lubricants & Adhesives

Glass fixing (Windshield & Rear Glass)
DGX Cleaner Terostat 8550
Glass Primer Terostat 853
Lack primer- on body Terostat 8521
Glazing sealant. (Terostat 8590 UHV/M)

Panel Bonding adhesive

Vendor: Birla 3M Hardener and sealant.

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 Automotive Sector

Panel Front Wheel House LH with Dash Panel

PANEL SIDE ENGINE COMP LH

CO2 & SPOTWELD REMOVED

DASH PANEL

BATTERY TRAY
PANEL FRONT WHEEL HOUSE LH

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Panel Front Wheel House RH with Dash Panel

PANEL SIDE ENGINE COMP RH

CO2 & SPOT WELD

DASH PANEL

PANEL FRONT WHEEL

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Panel Reinf Wheel House Front with Panel side engine compartment & A
Pillar Inner lower Top & Bottom panel

PILLAR-A INNER LOWER TOP

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CO2 & SPOT WELD

PANEL FRONT WHEEL HOUSE

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PILLAR-A INNER LOWER

Panel Front with Panel Front Wheel House & Gusset Panel Front
GUSSET PANEL FRONT
PANEL FRONT WHEEL HOUSE

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Automotive Sector

CO2 & SPOT WELD REMOVED

PANEL

Panel Front with Panel Front Wheel House

PANEL FRONT TO
PANEL SIDE

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Automotive Sector

GUSSET PANEL FRONT

RADIATOR BRKT

18-X

24-

191.3-

A simple jig to check the dimension can be made.

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Automotive Sector

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Automotive Sector

Panel roof mounting front position with ring panel

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Automotive Sector

ROOF PANEL

RING PANEL

SPOTWELD REMOVED

Panel roof Mounting Back position with ring panel

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Automotive Sector

ROOF PANEL

RING
PANEL

SPOTWELD REMOVED

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Automotive Sector

Audio System

Symptom Causes Remedial action

No sound can be heard 1. Attenuator is turned 9 Turn off Attenuator
or the volume is low on
2. The fader or balance 9 Reset the fader or balance
settings are set all the settings.
way to one side

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Automotive Sector
Symptom Causes Remedial action
CD has been inserted 1. CD Scratched. 9 Change CD.
but there is no sound/ 2. Lens dirty 9 Clean the lens with CD
the unit will not go lens cleaner.
into CD mode. 9 Take the unit to authorised
Service center.

Radio reception is The car antenna is not Pull the antenna all the way
poor. extended. out.
The specified disc does 1. The specified disc 9 Clean the CD.
not play but another is quite dirty.
one plays instead 2. The CD is upside 9 Load the CD with the label
down. side UP.
3. The disc is loaded 9 Eject the disc magazine and
in a different slot check the number for the
from the one specified disc.
specified. 9 Try another disc.

4. The disc is severely

scratched.
The sound skips. 1. Something is 9 Remove whatever is
touching the disc touching it.
driv. 9 If skipping happens at the
2. The CD is same place when vehicle is
scratched or dirty. stopped then something is
wrong with the CD. Clean
the CD
The display shows that 1. The computer chip 9 Press the reset button on the
the changer is being in the unit is not unit.
played, but no sound functioning
can be heard. properly.

Error message E-01 1. No disc has been 9 .Insert the CD

loaded in the
player.

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Automotive Sector
Symptom Causes Remedial action
Error message E-02 1. No disc has been 9 Load a disc into the disc
loaded in the player magazine.
Error message E-04 1. No disc has been 9 Load a disc onto the player.
loaded in the disc
player 9 Clean the CD.
2. The CD is quite 9 Load the CD correctly.
dirty.
3. The CD is upside 9 Replace the CD
down.
4. The CD is
scratched a lot.
Error message E-30 1. The faceplate of the 9 Replace it
slave unit being
connected to this
unit has been
removed.
Error message E-77 1. The unit is 9 Press the reset button. If the
malfunctioning for problem persist then
some reason. Kenwood service center has
to be contacted.
Error message E-0d The protective circuit 9 Cool down the unit by
in the unit activates opening the windows or
when the temperature turning on the air
inside the disc changer conditioner. A the
exceeds 60°C (140°F), temperature fall below 60°C
stopping all operation. (140°F), the disc will start
playing again.

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Automotive Sector

General

The description of each system which follows should be used along with the
individual circuit diagrams.

Whenever the Maxi fuse failure takes place, it should be replaced only after
ascertaining the cause.

Battery, Starting & Charging system.

The battery, starting and charging system operate with one another, hence must be
checked together as a system.

Battery

The battery stores, stabilizes & produces electrical current. The battery has to be
able to accept the charge & produce high amperage current through out the life of
the battery.

The chemical reaction in the battery between the electrolyte & the lead plates
takes place in each cell. As the battery discharges the plates collect acid from the
electrolyte/When the charging system charges the battery then the current flow
causes the electrolyte to be converted into sulfuric acid. Which later reacts with
the plate & produces charge.

The amount of acid in the electrolyte can be measured by using the hydrometer.
The battery is vented to release the gases that are formed during charging.

When the electrolyte level is below the top of the battery plates then distilled
water has to be added. The battery must be completely charged.

The top, posts and the terminals have to be cleaned before any diagnostic activity
can be done for battery.

Battery Testing General:

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The specific gravity is a ratio of the density of the electrolyte & density of the
pure water. The electrolyte is composed of sulfuric acid & water. Acid comprises
approximately 35% by weight or 24% by volume.

The battery condition can be determined in 2 stages.

1. State of the charge- Hydrometer tests.

2. Ability to supply current (battery load test).

Hydrometer Test
Before performing a hydrometer test,
remove the battery caps & check the
! electrolyte level. Add distilled water &
charge as required.

1 Visually inspect the battery for any

damage (cracked case or cover, loose post
etc) that would cause the battery to be
defective.
Remove only enough electrolytes from the
battery to keep the float of the bottom of
the hydrometer barrel with the pressure on
the bulb released.
The battery specific gravity should be between 1.230 to 1.240 ( For Exide)
The battery specific gravity should be not less than 1.280 to 1.270
( For AMARON)
The variation between cells should be less than 0.050

The specific gravity is specified when the ambient temperature is 26.6° C.

For any change in the ambient temperature; the specific gravity has to be
compensated. For Details refer temperature compensation.

If it falls below that then battery must be charged before proceeding.

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Completely discharged batteries may take several hours to start accepting charge.
See the battery charging section.

A battery is fully charged when:

All cells are gassing freely during charging.
3 corrected specific gravity tests taken at 1-hour intervals, indicate no increase in
specific gravity.
Causes for abnormal battery discharging are:
• Corrode battery posts & terminals
• Serpentine belt tension less. Or worn out belts.
• Electrical loads that exceed the output of the charging system due to equipment
or accessory installed after delivery.
• Defective circuits or components causing Ignition off Draw
• Defective charging system
• Defective battery.

Once the battery’s specific gravity is within limit then proceed with further checks

Ability to supply current.

Battery Open circuit Voltage

Battery Load Test

Battery Open circuit Voltage test

The battery Open circuit Voltage test
should be done only after battery is fully
charged
Before measuring open circuit voltage, the
surface charge must be removed from the
! plate. Turn headlights on for 15 seconds
and then allow up to 5 minutes for the
voltage to stabilize.

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Automotive Sector

Remove the negative cable first.

Remove the positive cable.

Connect the positive of the voltmeter to the

positive terminal & the negative to the
negative terminal.

The voltage reading indicates the state of the charge.

It is not an indicator for cranking capacity. For that the load test has to be
carried.

The details of the battery open circuit voltage & its state of charge is given
below

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Automotive Sector
Battery Open circuit Voltage Chart

Open circuit Volts Percentage of charge

11.7 Volts or less 0%
12.0 25%
12.2 50%
12.4 75%
12.6 or more 100%

For Amaron Batteries

Specific Gravity Percentage of charge
1.280 100%
1.250 70%
1.220 40%

Temperature compensation

The specific gravity of the battery is specified at 27 ° C. for every increase of 1°C
rise in the ambient temperature the specific gravity has to be increased by 0.0007.
Similarly for every 1°C the specific gravity has to be reduced by 0.0007.

For example at 32°C the specific gravity observed value is 1.265

Then the corrected Specific gravity at 27 degree is
1.265 + ((32-27)x 0.0007)= 1.265 + 0.0035 = 1.2685

Similarly if the specific gravity observed at 10 degrees is 1.262 then the corrected
specific gravity is 1.265- ((27-10)x 0.0007)= 1.265-0.0119= 1.2531

Battery Load Test

The battery load test will verify the cranking ability based on the cold crank rating
of the battery.

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Before performing the battery load test the battery must be fully charged and have
a minimum specific gravity of 1.240 or 1.280 (DEPENDING ON the MAKE of
the BATTERY)

The battery load test can be done

With a Voltage- Ammeter- Load tester.
Using the Starter motor to check the cranking ability.

Battery load test using the load tester

If battery is having leakage’s, loose post

or low electrolyte then do not test
! Acid burns or explosive condition may
result.

Remove the negative cable first.

Remove the positive cable.

1 Battery top & post should be clean.

Connect a suitable, Voltage, Ammeter &

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load tester to the battery posts. ( Refer to
the operating instruction provided with
the tester for the connection procedure)

Check the No Load Voltage

It should be more than 12.4 Volts.

Rotate the load control knob to apply a

load of 300 amps for 15 seconds.
! This will remove the surface charge
from the battery.

Allow the battery to stabilize to Open

circuit Voltage.

It will take about 5 to 10 minutes

Rotate the load control knob to maintain a
load equal to 50% of the cold crank
rating’ i.e. 225± 25 Amps for a minimum
15 seconds.

Note the loaded voltage reading after 15

seconds and switch off the knob.
Voltage drop will vary according to the
battery temperature at the time of load
test.

If the battery has been charged boosted or

loaded a few minutes before then the
battery may be warmer.

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Automotive Sector
If the Voltmeter reading falls below 9.6
Volts with the battery temperature at
21°C then replace the battery

Battery load test – using the starter motor.

If battery is having leakage’s, loose post

or low electrolyte then do not test

! Acid burns or explosive condition may

result.

1 Battery top & post should be clean.

Connect a multimeter directly between the

battery terminals.

Operate the starter

The reading should not be less than
10 V.

Before performing the battery load test -

the battery must be fully charged and have
a minimum specific gravity of 1.240

If the voltage is less than that recharge/

change the battery.

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Battery charging

Charging time required.

The charging time required charging for battery will vary depending upon the
following parameters.

Temperature:
Charger capacity:
State of charge.

Temperature: A longer time is required to charge a battery at 10°C than a battery

at 30°C. When a fast charger is connected to a cold battery then the current
accepted by the battery will be very low initially. As the battery warms up, it starts
accepting higher charge.

Charger capacity:

A charger that supplies only 5 amperes will require a much longer time than a
charger, which supplies 20 amperes.

Caution: While charging a cold battery (if below 0°C) do not exceed 20 Amps
charging current.

State of charge.

A completely discharged battery requires more charging time than a partially

charged battery. In a completely discharged battery the electrolyte is nearly water.
At first the charging current will be low. As the battery charges up the specific
gravity of the electrolyte will slowly rise.

Charging a completely discharged battery.

Caution: If the completely discharged battery has been standing for some time
then its plate can be sulphated.

Pour out the electrolyte completely from all the cells.

Fill with distilled water and allow it to stand for an hour.
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Connect charger leads.

Battery chargers vary in amount of voltage and current they provide. For time
required for the battery to start showing /accepting measurable charger current
will depend on the charging rate.

Voltage Hours required

16.0 Volts maximum Up to 4 hours
14.0 to 15.9 Volts Up to 8 hours.
13.9 Volts or less Up to 16 hours

Battery charging completion

A battery is completely charged when it has:

9 Open circuit voltage of 12. Volts or more
9 Its specific gravity is stable.
9 Has enough cranking capacity.

An OCV of 12.4 indicates that it is charged enough for further testing and can
possible be returned to use.
Caution
while the battery is being charged – the electrolyte inside the battery will bubble.

However

If the electrolyte boils violently or is discharged from the vent holes during
charging then immediately reduce the charging rate or switch off the charger and
check the battery.

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Automotive Sector

Cigar Lighter/ Accessory Point

In vehicles in which the cigar lighter is not provided, the terminal will be
provided, hence it can be used to drive any accessory provided that it does not
consume more than 10 Amp current.

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CRUZ2600 - March 06
Automotive Sector

Circuit- Turn/ Hazard

Symptom Causes Remedial action

Both the indicators not 1. Fuse blown. 9 Replace fuses.
working. 2. Defective turn 9 If the indicators work
switch. when the hazard switch is
pressed then turn switch is
defective. If the hazard
also does not work then
either the flasher or the
hazard switch is defective.
3. Shot circuit of the 9 The flasher will trip if

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Automotive Sector
flasher at terminal there is a short circuit.
‘49A’ Find the cause & rectify.

Both the indicators not 1. Loose contacts. 9 Check the contacts

working. 2. Defective hazard 9 Check for the continuity in
switch Hazard Off
9 In Hazard On check
9 The flasher will trip if
there is a short circuit.
Find the cause & rectify
3. Shot circuit of the
flasher at terminal
‘49A’
Both the indicators not 1. Flasher tripped or 9 Replace flasher
working. defective
Flasher is working 1. One of the bulbs is 9 Isolate in which the bulbs
very fast. burnt. has fused (left or right)
2. When one of the and then verify the bulbs,
bulbs is burn then the replace it and check.
resistance of that
particular circuit
increase hence a
smaller voltage drop
causes the capacitor
to switch off faster.
Similarly the
required o build up is
also reduced

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Automotive Sector

Fog Lamps

All models are not fitted with fog lights. Where the DFO is done the wiring has to
be as per the circuit.

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Automotive Sector
Symptom Causes Remedial action
Both the foglamps are 1. Fuse blown. 9 Replace fuse.
not working. 2. Loose terminal/ 9 Check the terminal in
contact comb switch & fog
switch.
3. Fog switch not 9 Check for continuity
closing. between terminal “E” and
terminal “D” in the off
and on condition
9 Check for relay operation
by directly grounding-
4. Relay not working. (after pressing the fog
switch) if not working
replace.
9 Check the earth
connection. Clean &
tighten.
5. Improper earth
connection (relay or
fog lamps.)
Only one fog light is 1. Lamp blown. 9 Replace.
working. 2. Wiring faulty. 9 Check and repair.

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Automotive Sector

Head Lamps

The Head lamp cirucit is given below. The Head lamp levelling ciruit is given aftter
the diagnostic

The head lamp assembly is a asymmetrically type, clear lens design.

Since the power supply for the light switch is from the “15A” terminal, hence the
headlights and (High, low or flash) will not work if the key is out or not turned to
IGNITION position.

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Automotive Sector
Note: It is not legal to change the headlamps bulbs from 55/60 W to higher
wattage e.g. 100 W. Any customers who desire to do so do it at their own risk.
M&M will not be responsible for any legal civil suit. It should also be noted that
the relay life would be reduced.

Symptom Causes Remedial action

Both the Hi beam and 1. The 5Amp fuse (F16) 9 Replace the fuse.
the Low beam are not has blown.
working. 2. The bulbs have 9 Replace the bulbs.
fused.
3. Defective ignition 9 Check the light switch and
switch. connection in the light
switch and the ignition
switch.

4. Improper earth for 9 Give ground to chassis &

the relay not allowing check. Ensure proper
the relays to earthing.
energize.
Only High beam is not 1. Fuse blown 9 Replace the fuse.( Fuse no
working 15)
2. Loose connection. 9 Check for loose
connection.
3. Loose combination 9 Check that the power is
switch. coming to terminal 2 in
High beam position,
otherwise replace switch

4. Defective relay. 9 Check for relay operation-

also if the relay is working
then the warning light in
the cluster will glow.

5. Bulb fuse. 9 Change the bulb.

6. Improper earthing. 9 Check the ground E3

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Automotive Sector
Symptom Causes Remedial action
Only Low beam is not 1. Fuse blown 9 Replace the fuse.( Fuse no
working 14)
2. Loose connection. 9 Check for loose
connection.
3. Defective 9 Check that the power is
combination switch. coming to terminal 3 in
low position, otherwise
replace switch.

4. Defective relay. 9 Check for relay operation.

9 Change the bulb.
5. Bulb fuse.
9 Check the ground E3
6. Improper earthing.
Flash is not working Check that the supply is If supply coming, check for
coming to terminal 1 loose connection.
If no loose terminal than
defective light switch.

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Head Light Beam setting

Y-C/L of Left V –C/L of Right

Side Head Lamp Side Head Lamp

1178 mm
H-C/L of
Head Lamp

100± 25 mm @ 100± 25 mm
7.42 meter @ 7.42 meter

Unladen-885
mm-P235 50 50
mm mm

The headlight setting can be done in two planes. Horizontal & vertical.
Setting procedure is shown.

It is recommenced that while doing the headlight setting the headlight aimer should
be preferably used. In absence of that an HAWAIP bay with the headlight pattern
shown above to be used.

Distance from the wall to be 7.42 meter

Vertical setting- Photo
Horizontal

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Automotive Sector

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Horn

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Mahindra & Mahindra Ltd Scorpio CRDe ( All New) Horn

CRUZ2600 - March 06
Automotive Sector
Symptom Causes Remedial action
Horn not working 1. Current not coming 9 Check the main fuse and
to the horns. the 15 Amp fuse.
9 If current still not coming
up to the horn – check the
wires from the fuse to horn
9 Connect the earth of horn
directly to clean portion of
chassis.
2. Circuit not getting 9 If horn works then check
completed. the contact plate/ horn
button and the ground
connection.
9 If it does not work then
check the Horns for open
circuit.
Horn sound quality is 1. Adjust the contact 9 Please refer to the Tuning
harsh/ jagged or gap. procedure
squeaky.
2. Even after 9 Replace the Horn.
readjusting the horn
the sound quality is
improper.

Tuning procedure – Pl. refer the next page.

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Remove the horn along with the bracket from the vehicle and mount it in
bench vise in a rigid manner, as mounted in the vehicle and clamp

Make the electrical connections as indicated in the diagram

Start the engine & run at approximately 2000 RPM till the Voltmeter reads
Vehicle Operating Voltage (14.5 Volts)

No

If Voltmeter reads
more or less than Voltmeter reads Vehicle
Vehicle operating Operating Voltage
Yes
Voltage check
vehicle battery &
charging system Blow the horn and observe for the
tonal quality, sound output level &
No current

Tone, sound output level-OK, current Yes

is OK (i.e.1.5 to 3.0 Amp)
No need to tune.

End

Current Current
Tone is Low sound
above the below the
not OK
Sketch output level
limit limit

Detune by turning 1/8 turn Tune the horn 1/8 turn in

in anti clockwise direction clockwise direction.
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Sketch showing the horn testing

Ammeter
0-10 A DC
Horn
±0.2 A
A Voltmeter
0-15V DC
±0.2V
V

Vise

From Battery

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Instrument Cluster

The gauges in the instrument cluster are temperature, fuel and tachometer.
(Tachometer is not provided in the standard series vehicle). The speedometer is a
mechanical gauge.

The warning lamps are FLWI (Fluid level warning indicator for brake fluid), parking
brake applied, battery-charging lamp and low oil pressure. The engine check-
warning lamp is provided only for the petrol engine. The indication lamps are
parking lights, side indicator, Hi beam, 4WD HI and 4WD LO.

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Warning Indicator Specifications

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Temprature gauge :

Is controlled by ECU signal

Fuel gauge:

When the switch is in the ignition position the fuel gauge is activated. When the fuel
level is more then resistance in the unit is less hence the current flowing in the
circuit is higher. When the fuel level comes down the resistance increases. Thus the
amount of the current passing through the circuit reduces. (Note with electronic
instrument cluster the needle is not stay on type. (It will come back to zero after
ignition key is removed.)

Symptom Causes Remedial action

Fuel gauge does not Defective tank unit. 1. Turn the ignition.
operate 2. Separate the fuel tank unit
connector from the tank
unit near the fuel tank.
3. Connect the W/B wire to
earth.
4. The fuel gauge needle
should be at the lower
level.
5. If OK check the tank unit,
otherwise check the circuit
between the tank unit &
the gauge.
6. Turn the ignition switch
off.
7. Measure the resistance
between the 2 cables in
the tank unit by moving
the float unit from the
minimum to the full
position. It should be
within the specifications.
Fuel gauge does not Defective gauge. 1. Remove the cluster.
operate 2. Check the visually the
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connections between the
printed circuit and the
connectors.
3. If the clips are not making
good contact – replace the
printed circuit.
4. Connect the instrument
cluster multiplug to the
wiring loom.
5. Check the continuity
between the terminal E
and the ground.
6. Check the resistance
between the signal
terminal & ground- it
should be similar to the
tank units.
7. If above points are ok then
check the wiring and
locate the fault.

With Electronic instrument cluster

Indication Empty Reserve ¼ tank ½ tank ¾ tank Full
Resistance 140 Ω 128 Ω 118 Ω 89 Ω 63 Ω 22.5 Ω

Fuel 3 liters 11 liters 17 liters 29 42 liters 55 liters

liters

Instrument cluster removal

1. Disconnect the negative cable from the battery.

2. Remove the speedometer's cable clip- do not disconnect from the gearbox end.
3. Remove the steering wheel.
4. Remove the combination switch’s lower cover.
5. Remove the levers.

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6. Remove the combination switches upper cover.
7. Remove the 4 screws holding the cluster.
8. Release Speedo cables from clip and push grommet.
9. Pull cluster
10. Disconnect both the multiplugs and speedometer cable.

Replacing the gauges.

1. Remove the cluster lens.

2. Remove the gauge bezel
3. Remove the attaching screws at the rear of the cluster housing.
4. Remove the gauge including the circuit board ( if any)
5. Install the gauge
6. Install the bezel & the lens

Replacing the Printed circuit

1. Remove all the attaching clips for gauges, tachometer and lamps that are
contacting the printed circuit.
2. Remove the cluster connector
3. Remove lamps sockets from board
4. Remove the printed circuit including the connector.
5. ( Remove the printed circuit for illumination also)

Settings: (Electronic Cluster)

Change between Trip meter & Clock

ODO TRIP A TRIP B CLOCK

Odometer: Odometer is resettable only once. (Provided that the Odometer value is
less than 255 Kms. The Display should be in Trip A).
Also note that the vehicles backward motion will also result in odometer counting
forward.

To reset:- press the set and mode switch for 2 seconds.

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Clock: Pressing the set knob for 3 second will cause the displayed time to flash.
This is the clock setting mode.

When the clock is flashing, pressing & releasing the set switch will toggle between
the hours and minutes.
When the numbers are flashing, pressing the mode switch will advance the displayed
number.

While the numbers are flashing, if no button press is detected for 5 seconds then the
current value displayed is stored and the display stops flashing.

(Note: The data is stored for minimum 5 years after the +B is off. Hence removing
the battery cable and keeping it disconnected for a period of time can not reset the
odometer)

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Interior & Reading Lamps

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Symptom Causes Remedial action
The interior lamp does 1. Fuse blown. 9 Replace the fuse.
not glow in either
position. 2. Bulbs fused. 9 Check the bulbs, replace if
required.
3. Defective switch 9 Check that the current is
coming to the bulbs.
9 If lamps glows after
earthing then the switch is
defective.
The interior lamps do 1. Switch in the off 9 Bring the interior lamp
not glow when the position. switch in door position.
doors are opened.
9 Check if the light glows in
2. The door switch is manual operation. If so
not getting closed find the case and rectify.
when the door opens.
9 Check the electrical
3. Defective door connection. If ok replace
switch or loose the switch.
connection at door
switch

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Power Window

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Symptom Causes Remedial action
1. Ignition switch 9 Replace the switch
defective.
2. 40 Amp Fuses 9 Replace fuse or fuses.
None of the windows blown. 9 Replace power window
can be operated. 3. Power window relay.
relay failure. 9 The earth for the power
4. Improper earth window console is E9,
connection from the which is between the
console switch. console & the drivers’
seat.
9 Replace the switch.

5. Console switch
defective
Rear windows can not 1. Check that the 9 Change the switch
be operated from the isolation switch is position appropriately.
rear switch. in the ON mode. 9 Check the wires and
2. Current not flowing terminal for loose
to the terminal 2 connection or continuity.
with the switch in
the correct position.
1. Motor is getting 9 Check for the door
overloaded. alignment. / Twist.
2. Rope slack. 9 Check the slack of the
power window motor
Window is getting rope.
stuck in any one 3. Door damaged 9 Replace door.
particular position.
1. Check for the loose 9 Tighten or replace.
Any particular connection or loose
window can not be terminals.
operated. 2. Rope broken. 9 Replace motor.
3. Motor failure 9 Replace motor

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Automotive Sector

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Rear Demister (High Series)

When washing the inside of the rear window, take care not to
damage to demister heating elements. Wiping motion should
! be parallel to the heating elements.

Symptom Causes Remedial action

One area of glass Break in an individual Locate the individual wire
remains fogged. grid line. and then rectify.

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Remote locking and security system

A schematic of the wiring diagram is also given below.

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The Security system can be broadly classified in two separate functions:

Central Door locking
Anti theft mechanism.

If the door is operated i.e. locked and unlocked by the key. Then the system
operates as a central locking system only..

The moment the door are locked using the remote, the system gets actively armed
and works as a Anti theft mechanism gets activated.

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Lock / Unlock operation
Type of Feature: Standard

Lock - All 5 doors gets locked by:-

• Pressing the LOCK button in remote.

• Using the KEY in the driver’s door.
• Using the inner door handle in
driver’s door
Unlock - All 5 doors gets Unlocked by :
• Pressing the UNLOCK button in
remote
• Using the KEY in the driver’s door
• Using the inner door handle in driver’s
door

Audio/visual confirmation of operation (remote)

Lock - one chirp sound & one flash of indicators
(Five chirp sound & 2 flashes indicates that door/bonnet is open)
Unlock - two chirp sounds & two flashes of indicators
(Four-chirp sound indicates that the vehicle was intruded in your absence)

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Mute Lock / Mute Unlock Operation

Type of Feature: Standard
• Feature to be used in silent zones/hospitals.

LOCK - All 5 doors gets locked by :

• Pressing the OPTIONS button in
remote
• Pressing the LOCK button in remote
UNLOCK - All 5 doors gets Unlocked
by :
• Pressing the OPTIONS button in
remote
• Pressing the UNLOCK button in
remote
AUDIO/VISUAL CONFIRMATION OF OPERATION (REMOTE)
LOCK - ONE FLASH OF INDICATORS
UNLOCK - TWO FLASHES OF INDICATORS

ARM / UNARM OPERATION

Type of Feature: Standard
Arming: is an operation by which the security system starts supervising signals
from sensors.

Signals :-
• Door Switches - 5 Doors
• Bonnet
• Current Surge
• Ignition Trigger
• Shock Sensor (If Fitted)

Locking the vehicle with remote will activate arming

• Locking -----> Arm s
• Unlocking -----> Unarm
In an armed vehicle, if any of the above

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signals are sensed, the alarm will trigger
ALARM = BLINKING FLASHERS + SIREN + STARTER DEACTIVATED
Siren will blow for 90 sec ( 30 + 30
+30) - 6 tones

STARTER IMMOBILZER

Type of Feature: Standard

If the Security system ECU senses intrusion in armed condition, it will disconnect
the starter circuit apart from triggering the alarm.

VALET MODE

Type of Feature: Standard

Function: Valet mode delinks the central door locking. Feature from anti-theft
protection features.

Use: Used in valet parking or during vehicle servicing that time only central door
locking (remote) will work
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Procedure
To Get In To Valet Mode To Get Out Of Valet Mode
Ignition On -----> Ignition Off
Press & release valet switch
LED Will Glow Continuously LED Will Stop Glowing
( Note – with electronic cluster
LED
the LED light has shifted to the
instrument cluster)
Valet switch

CAR LOCATOR

Type of Feature: Standard

Function: To locate the vehicle in a parking lot.

PROCEDURE

• Press the “siren” symbol for 3 second

• The vehicle’s alarm system will be
activated (blinking indicator & chirps)

WORKS IN LOCK/ARM AND UNLCOK/UNARM MODES

RE-ARMING

Type of Feature: Standard

Function:

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Re-arming is a feature by which an “accidentally Unlocked/unarmed” vehicle is re-
armed & locked. -Automatically within 30 Seconds- if the doors are not opened.

RADIO FREQUENCY LOCK-OUT

Type of Feature: Standard

Function:

Once the ignition is turned on the remote ceases to function.

IGNITION LOCK

Type of Feature: Standard & Programmable

Function:

All doors will get locked, 5 seconds after all the doors are closed and the ignition
switch is turned on.

Refer to programming steps to activate or deactivate this feature.

IGNITION UNLOCK
Type of Feature: Standard & Programmable

Function:
All doors will get unlocked, immediately after the ignition switch is turned off.

Refer to programming steps to activate or deactivate this feature

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PASSIVE ARMING MODE

Type of Feature: Programmable.

Function:
The vehicle will get armed automatically, 30 Seconds after the ignition is turned off
& a door is opened and closed

Audio/visual confirmation of operation

Lock - one chirp sound & one flash of indicators (five chirp sound & 2 flashes
indicates that door/bonnet is open) reports car security system.

Refer to programming steps to activate or deactivate this feature

PASSIVE LOCK MODE

Type of Feature: Programmable.

Function:
The vehicle will get locked & armed automatically, 30 seconds after the ignition is
turned off & a door is opened and closed

Audio/visual confirmation of operation

Lock - one chirp sound & one flash of indicators (five chirp sound & 2 flashes
indicates that door/bonnet is open) reports car security system.

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EMERGENCY DISARM
(Using personalized PINCODE)

Type of Feature: Standard; Programmable

Function:
Emergency disarm feature is used to disarm the security system, in case of loss of
remote of an locked & armed vehicle.

PROCEDURE

Open The Vehicle With Manual Key - Siren Will Trigger

Ignition On

Ignition Off ----> Ignition On - Within 5 Sec

Press & Release Valet Switch “X”

Times - Within 10 Sec

PressIgnition
& Release
OffValet
----> Switch
Ignition“Y”
On Times
- Within
- Within
5 Sec 10 Sec

Ignition Off ----> Ignition On

X - First Digit of Pincode; Y- Second Digit of Pincode

DEFAULT PINCODE: 11

To Change Pincode Refer To Programming.

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STATUS REPORTS

Function:
Status reports indicate the present status of the security system
Reports are read by looking at the flashing rate of the security system LED
No blink - vehicle is unarmed
Continuous on - vehicle in valet mode
Slow blinks - vehicle is armed
Fast blinks - vehicle is in the process of getting armed
Rearming
Passive (arming) mode
Passive lock mode
Three blinks - vehicle door is open

DIAGNOSTIC REPORTS

Function:

Indicate details of intrusion (if any) happened in the armed vehicle, in customers
absence. Reports are read by looking at the flashing rate of the security system LED

When unlocking a vehicle with remote, if you hear four chirp sound, it indicates
that the vehicle has been intruded.

Reports are read by looking at the flashing rate of the security system LED.

Slow blink - bonnet intrusion

Two blinks - current surge intrusion
Three blinks - door intrusion
Four blinks - shock sensor trigger
Five blinks - ignition switch trigger.

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PROGRAMMING

PASSIVE ARMING MODE. ( Factory / Default setting OFF)

Function:
To program the passive arming On or Off

The procedure is:

Open the door of the vehicle

With key in key cylinder, turn it ON & turn

it OFF

Press & release the valet switch ONCE

Press & hold the valet switch

(ONE SIREN CHIRP will verify the PASSIVE-ARMING feature)

Press the remote button lock / unlock, while holding the valet switch
in press position
(SINGLE CHIRP sound verifies the PASSIVE ARMING MODE OFF)
(TWO CHIRP sound verifies the PASIVE ARMING MODE ON)

Release the valet switch.

Turn the Ignition ON.

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PASSIVE LOCK MODE
( Factory / Default setting OFF)

Function:
To program the passive locking On or Off
(NOTE: The passive lock mode can be programmed only after the passive arm
mode has been programmed.)

The procedure is:

Open the door of the vehicle

With key in key cylinder, turn it ON & turn

it OFF

Press & release the valet switch Twice.

Press & hold the valet switch

(Two SIREN CHIRP will verify the PASSIVE-mode feature)

Press the remote button lock / unlock, while holding the valet switch
in press position
(SINGLE CHIRP sound verifies the PASSIVE LOCKING MODE OFF)
(TWO CHIRP sound verifies the PASIVE LOCKING MODE ON)

Release the valet switch.

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Turn the Ignition ON.
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Automotive Sector

(NOTE: The passive lock mode can be programmed only after the passive arm
mode has been programmed.)

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IGNIATION LOCK MODE
( Factory / Default setting ON)

Function:
To program the ignition locking mode On or Off. ( Factory setting ON)

Open the door of the vehicle

With key in key cylinder, turn it ON & turn

it OFF

Press & release the valet switch Thrice.

Press & hold the valet switch

(Three SIREN CHIRP will verify the Ignition lock -mode feature)

Press the remote button lock / unlock, while holding the valet switch
in press position
(SINGLE CHIRP sound verifies the IGNIATION LOCKING MODE ON)
(TWO CHIRP sound verifies the IGNIATION LOCKING MODE OFF)

Release the valet switch.

Turn the Ignition ON.

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IGNIATION UNLOCK MODE
( Factory / Default setting ON)

Function:
To program the ignition unlocking mode On or Off

Open the door of the vehicle

With key in key cylinder, turn it ON & turn

it OFF

Press & release the valet switch Four times

Press & hold the valet switch

(Four SIREN CHIRP will verify the Ignition lock -mode feature)

Press the remote button lock / unlock, while holding the valet switch
in press position
(SINGLE CHIRP sound verifies the IGNIATION LOCKING MODE ON)
(TWO CHIRP sound verifies the IGNIATION LOCKING MODE OFF)

Release the valet switch.

Turn the Ignition ON.

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EMERGENCY DISARM PINCODE CHANGING

Function:
To change the emergency disarm pincode.

Unlock the vehicle by using the remote

With vehicle key in the key cylinder turn it ON and then switch it OFF

Within 5 seconds, press and release valet switch 5 times and wait for 1 Sec
(One short siren chirp and one long chirp will confirm entry into the
programming mode)

Within 5 seconds press remote button (lock / Unlock),

(A single siren beep verifies to enter into program digit 1)

Within 5 seconds press & release valet switch A (1 to 9) times &

wait for 1.5 Sec
(Siren beep A times confirms digit 1 of new password)

Within 5 seconds press remote button (Siren)

(2 Siren beep verifies to enter into program digit no.2)

Within 5 seconds press & release valet switch B (1 to 9) times & wait for
1.5 Seconds.
(Siren beep B times confirms digit 2 of new password)

Within 5 seconds press remote button (Siren)

(3 Siren beep verifies to enter into program digit no.3)
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Within 5 seconds press remote button (Siren)

(4 Siren beep verifies to enter into program digit no.4)

Within 5 seconds press & release valet switch D (1 to 9) times

& wait for 1.5 Seconds.
(Siren beep D times confirms digit 4 of new password)

With vehicle key in the key cylinder turn it ON

Keep it IGN ON for 10 seconds

One long beep will confirm the new password

The new password is ABCD

Within 5 seconds press & release valet switch C (1 to 9) times & wait
for 1.5 Seconds.
(Siren beep C times confirms digit 3 of new password)

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− Two stage programmable shock / impact sensors. ( Programmable feature)

− ( Factory / Default setting OFF)

This feature enables user to protect vehicle from any shock or breakage to the vehicle
under arm condition. If anyone tries to tamper with the vehicle, the alarm triggers off
giving warning to the user that his vehicle is being intruded.

The impact sensor senses any jolts or bumps associated with vehicle intrusion.

Alarm triggering against shock can be adjusted by a setting screw (refer the
photographs). The system will be highly sensitive to the shock if position of the screw is
at maximum ( Turn clockwise ) and is less sensitive if the position is at minimum ( Turn
anticlockwise).

At the time of the dispatch the setting is kept at minimum.

Sequence for activation :

1. Program the passive arming.

2. Adjust the level of shock.

Sensor : Shock adjusting screw Sensor : Shock adjusting screw

(less sensitive, more shock) (more sensitive, less shock)

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Reverse Lamp

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Starting system.

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Symptom Causes Remedial action

Starter fails to engage- 1. Ignition switch faulty 9 Replace the switch.
No sound 2. Main fuse blown. 9 Find the cause, rectify then
replace the fuse.
3. Starter control circuit 9 Check & rectify.
faulty
4. Starter assembly 9 Replace starter.
faulty.
Starter fails to engage 1. Very high resistance 9 Check the feed circuit &
solenoid- solenoid in starter feed circuit. rectify.
click 2. Starter solenoid
faulty. 9 Check & rectify
3. Starter control circuit
defective. 9 Check the starter circuit &
4. Starter assembly rectify.
defective. 9 Replace the starter motor.
5. Low battery 9 Push start or jump-start,
find the cause & rectify.
Starter engages, fails 1. Resistance too high 9 Check & rectify.
to turn the engine, in starter feed circuit.
Lights dim 2. Starter assembly
faulty. 9 Replace starter motor.
3. Engine seized 9 Refer to Engine section.
4. Low battery 9 Charge battery.
Starter engages, drive 1. Bendix defective. 9 Repair the starter motor.
clutch spins out. 2. Broken teeth on ring 9 Replace the starter ring.
gear.
3. Starter assembly 9 Replace the starter motor.
faulty.
Starter does not 1. Defective ignition 9 Replace the ignition
disengage after switch or stuck switch./ solenoid switch
cranking. solenoid 9 Repair the starter motor.
2. Starter assembly 9 Check the mounting &
faulty. mount correctly.
3. Starter assembly
improperly mounted-

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or missing mounting
bolts.

Before removing the starter Motor from the vehicle, ensure that:

¾ The Battery condition has been checked as per the procedure given.
¾ The 60 A main fuse is in good condition.
¾ The 5 A fuse for the FIP solenoid is in good condition.
¾ The connection at the ignition switch, battery terminals & starter motor, has
been checked.
¾ The earth connection for starting circuit i.e. E14 that is the starter earth has been
checked.

Checking the Starter Feed circuit

This test will decide if there is excessive resistance in the high current circuit.
Before starting :
9 Confirm that the battery has passed the entire test and conforms.
9 FIP solenoid removed.
9 Parking brake applied.
9 Gear in neutral.
9 The voltmeter for testing has to have a minimum least count of 0.10 Volts

It is important to ensure that the voltmeter

be connected to the terminals that the

! cables are connected to instead of the

cables themselves.

For example when testing the battery and

the solenoid, touch the voltmeter probes to
the battery post and the treaded stud on the
solenoid.
Connect the +ve of voltmeter to the

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batteries –ve post and the –ve probe of the
voltmeter should be connected to –ve
cables clamp at the battery post.

Crank the engine

If any voltage is detected then it

indicates poor contact between
-Ve post and the clamp.
Connect the +ve of voltmeter to the
battery’s +ve post.

The -ve probe of the voltmeter should be

connected to +ve cables clamp at the
battery post.

Crank the engine

If any voltage is detected then it

indicates poor contact between
+Ve post and the clamp.

Connect the +ve of the voltmeter to the

battery +ve post terminal

Connect the –ve of the voltmeter to the

center of the +ve terminal stud in the starter
solenoid.

Rotate and hold the ignition in the START

position ( crank it)

If the Voltage reads above 0.2 Volts then

it indicates poor contact at battery cable
to solenoid. If reading remains above 0.2
Volts then replace the cable.
Connect the Voltmeter to measure the

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current between the battery negative post
and engine block.
+Ve of the voltmeter to –ve post and –ve of
the voltmeter to the engine block.
Crank the engine.
Voltage should be less than 0.2 Volts. If
more replace, cable.

To test the starter motor ground

Connect the – ve of the voltmeter to +ve
post of the battery.
Connect the –ve terminal of the voltmeter
to the body of the starter motor.
Crank the engine.

If Voltage reads above 0.2 Volts then

correct poor starter to earth return.

If the resistance test do not indicate any feed circuit failure then control circuit test
has to be done.
This can be done after removing from the vehicle.

Starter motor removal

Remove the battery.

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Remove the left side apron.

If required remove the oil separator along

with the hoses.

Remove the starter motor mounting bolts.

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Starter Control Circuit Test

The starter control circuit includes starter solenoid, ignition switch and all the
wiring.

Disconnect field coil wire from field coil

terminal on the solenoid.

Check for the continuity between the

solenoid terminal & the field coil terminal.

There should be continuity.

Check for continuity between the solenoid
terminal & the solenoid housing.

There should be continuity.

If there is continuity in both the tests then it shows that the solenoid is good.

Discontinuity indicates solenoid has an open circuit and is defective.

Replace the solenoid switch.
Fit back the starter motor.

Ignition switch Test.

Check all the wiring for open or short and connections for being loose or short. In
the wiring there is one interconnection (IC 6 in wiring diagram) between the
ignition switch and the starter motor. The interconnection is a 3 pole connector and
is on the engine compartment (in left side)

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In the ignition switch, check the position/ terminal no 50, 30 and 15 for loose
connection or loose terminal. Also, check that the ignition key is not getting stuck
in the “ START” position and is returns to “ON” position on release.

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Starter Motor No Load test

Connect the starter motor for the no load test as shown.

Voltmeter Ammeter
Switch

-Ve

Battery
Starter
Motor

The results of the No load test have to be compared to the chart below:
Parameter Value
MICO
Voltage 11.6 Volts
Current ≤ 110 Amps
Speed ≥ 3550 RPM

If the results of the test are outside limits then the probable cause & corrective
action is given below.

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Symptom Causes Remedial action
Starter motor rotates at Drive assembly 9 Replace the drive
high speed – but does defective assembly.
not crank the engine. 9 Ensure proper connection
of solenoid & shift lever.
Starter motor does not 1. Brushes worn out 9 Change the bushes &
rotate or low speed 2. Brushes jammed check free movement of
brushes

Low speed with normal High internal electrical 9 Inspect internal wiring,
or low current resistance caused by electrical connections and
poor connection, armature commutator.
defective leads, or dirty
commutator.
Low speed with high Excessive friction in 9 Inspect bearing & gear
current bearings or gear reduction units’ bushes.
reduction unit. 9 Check the armature shaft.
Bent armature shaft 9 Check pole tightness.
9 Check the drive shaft.
Loose pole shoe 9 Check armature
Bent drive shaft. continuity.
Shorted Armature 9 Check armature & field
coils.
Ground armature or
fields.

High speed with high Shorted fields Inspect & test field coil
current drawn. assembly.
Starter motor cranks Solenoid shunt winding Replace defective solenoid.
engine normally open.
continues when starter
switch is released

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Stop Lamps

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VOICE MESSAGING SYSTEM

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COMPONENTS OF VMS
1. VMS CONTROL UNIT
Mounted below Co-driver seat.

VMS Version 1 - Fitted on Scorpio TC4 with mechanical cluster – BLACK color
VMS Version 2 - Fitted on Scorpio TC4 with electronic cluster – BLUE color

2. FRONT RIGHT SPEAKER

3. RESET SWITCH
Inside Glove box (left switch)

Security system Valet switch

Security system LED

indicator

VMS Reset (Note – with electronic cluster the LED light has
switch shifted to the instrument cluster)

4. SENSORS/INPUTS (Existing)
Seat Belt Switch (Driver), Float Unit, Brake Fluid Level switch, Hand brake switch,
Door switches, Oil pressure switch, and Temperature sensor.

The VMS has two features

A. Warning messages
B. Cabin light dimming.
VMS (Ver 1 –with Mechanical speedometer)

A. Warning messages- Total 8 messages.

1. Welcome note - Once, after 12 hrs IGN OFF.

2. Seat belt - Twice/driving cycle
3. Hand brake - Once/driving cycle
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4. Door open - Repeats
5. Low oil pressure – Repeats ( when oil pressure < 0.6 ksc)
6. High engine temperature - Repeats (when temperature > 110 deg)
7. Reserve fuel - Twice/driving cycle (when fuel is 10 ± 3 Lit)
8. Low brake fluid – Repeats.

Note: Messages 2 - 8 will be played only under Key On Engine Running conditions
1 Driving Cycle = IGN ON to IGN OFF

VMS (Ver 2 –with Electronic speedometer)

A. Warning messages- Total 8 messages.

1. Welcome note - Once, after 12 hrs IGN OFF.

2. Seat belt - Once/driving cycle
3. Hand brake – Twice /driving cycle- After the vehicle has driven 0.3 Kms from
start.
4. Door open - Twice /driving cycle-0.3 Kms. After the vehicle has driven 0.3 Kms
from start.
5. Low oil pressure – Thrice/ driving cycle ( when oil pressure < 0.6 ksc)
6. High engine temperature -Thrice/ driving cycle (when temperature >110 deg)
7. Reserve fuel - Twice/driving cycle (10 ± 3 Lit)
8. Low brake fluid – Thrice/ driving cycle.

B. Cabin light dimming

Dims & shuts off the interior lamp 15 Sec after all doors are closed

AUDIO OUTPUT
The audio output of the VMS is routed to the front Right speaker
When a warning message is played, the VMS unit cuts the audio input to the front
right speaker and routes the VMS message to the front right speaker.

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MESSAGES CAN BE DISABLED OR ENABLED WITH THE RESET

SWITCH.

DISABLE FEATURE DISABLES A PARTICULAR MESSAGE

• TEMPORARY DISABLE - Disables the message in a driving cycle
• PERMANENT DISABLE - Disables a message permanently

ENABLE FEATURE ENABLES ALL THE MESSAGES

Temporary disable
Disables the message for that driving cycle
Following messages can be temporarily disabled:
• Low oil pressure
• High engine temperature
• Brake fluid level low
• Park brake
• Reserve fuel
Procedure: While the message is being played, Press the reset switch

PERMANENT DISABLE

Disables the message permanently

Following messages can be permanently disabled:
• Door open warning
• Welcome note
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• Seat belt warning
Procedure: while the message is being played, press the reset switch

ENABLE

Enables all the messages

All the messages, which ever disabled either temporarily or permanently, can
be restored.
Procedure: With the ignition in off position, press & hold the reset button
approx. For ~3 sec.

SCRIPTS OF WARNING MESSAGES

WELCOME NOTE
"Welcome to Scorpio, Your dream vehicle. Your car is powerful vehicle,
please drive it carefully”
RESERVE FUEL
"Your Scorpio is running on Reserve Fuel”
SEAT BELT
"Do Wear Your Seat Belts for a safe drive”
PARK BRAKE
"Careful your Hand Brake is engaged"
DOOR OPEN
"Careful one of the Door is open, Please check"
HIGH ENGINE TEMPERATURE
"Attention please the Engine temp is high".
LOW OIL PRESSURE
"Attention please check the Oil pressure. Its low."
BRAKE FLUID LEVEL
"Attention please check the Brake Fluid level. Its low."

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