Manual ZX

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Chapter 5 Engine electrical systems
Alternator - removal and refitting 13
Ignition switch - removal and refitting 18
Alternator brushes and regulator - inspection and renewal 14
Ignition system - general information 5
Alternator drivebelt - removal, refitting and tensioning 12
Ignition system - testing 6
Battery - removal and refitting 4
Ignition system amplifier unit(s) - removal and refitting 9
Battery - testing and charging 3
Ignition timing - checking and adjustment 10
Battery check See Chapter 1
Oil level sensor - removal and refitting 20
Charging system - testing 11
Oil pressure warning light switch - removal and refitting 19
Distributor - removal and refitting 8
Oil temperature sensor - removal and refitting 21
Electrical fault finding - general information 2
Starter motor - brush renewal 17
Electrical system check See Chapter 1
Starter motor - removal and refitting 16
General information and precautions 1
Starting system - testing 15
Ignition HT coil(s) - removal, testing and refitting 7
Degrees of difficulty
Easy, suitable for
Fairly easy, suitable
Fairly difficult, suitable
Difficult, suitable for
Very difficult,
novice with little
for beginner with
for competent DIY
experienced DIY
suitable for expert DIY
some experience
or professional
System type
12-volt, negative earth
Type Lead acid
Make Fulmen, Delco or Steco
Charge condition:
Poor 12.5 volts
Normal 12.6 volts
Good 12.7 volts
Ignition system
System type*:
1124 cc models, and 1360 cc (K2D and KDY engine) models Breakerless electronic, with distributor
1360 cc (KDX engine) models Static (distributorless) system, controlled by engine management
1580 cc, 1761 cc, 1905 cc (D6E engine) and 1998 cc 8-valve models Static (distributorless) system controlled by engine management
1905 cc (DKZ engine) models Distributor-type system, control led by engine management ECU
1998 cc 16-valve models Static (distributorless) "sequential" system, controlled by engine
management ECU
*Refer to text for further information on each system

5*2 Engine electrical systems
Ignition system (continued)
Firing order 1-3-4-2 (No 1 cylinder at transmission end of engine)
Ignition timing:
1124 cc models, and 1360 cc (K2D and KDY engine) models 8 BTDC @ 750 rpm
All other models Controlled by ECU - see text
Ignition HT coil resistances*:
1124 cc models, and 1360 cc (K2D and KDY engine) models:
Primary windings 0.8 ohms
Secondary windings 6500 ohms
1360 cc (KDX engine) models N/A
1580 cc and 1905 cc models:
Primary windings 0.8 ohms
Secondary windings - Bosch coil 14 600 ohms
Secondary windings - Valeo coil 8600 ohms
1761 cc models N/A
1998 cc 8-valve models:
Primary windings - Bosch coil 0.5 ohms
Primary windings - Valeo coil 0.8 ohms
Secondary windings N/A
1998 cc 16-valve models:
Primary windings 0.65 ohms
Secondary windings N/A
'Values given are accurate only when the coil is at 20C. Where no values are quoted, refer to your Citroen dealer for advice. See text for further
Type Valeo, Bosch or Mitsubishi
Starter motor
Type Valeo or Bosch
component concerned. The owner whose
Never "test" for alternator output by
1 General information and
interest extends beyond mere component
"flashing" the output lead to earth.
renewal should obtain a copy of the
Never use an ohmmeter of the type
"Automobile Electrical & Electronic Systems
incorporating a hand-cranked generator for
Manual", available from the publishers of this
circuit or continuity testing.
General information
Always ensure that the battery negative
The engine electrical system includes all
It is necessary to take extra care when
lead is disconnected when working on the
charging, starting and ignition system
working on the electrical system, to avoid
electrical system.
components. Because of their engine-related
damage to semi-conductor devices (diodes
Before using electric-arc welding
functions, these components are covered
and transistors), and to avoid the risk of
equipment on the car, disconnect the battery,
separately from the body electrical devices
personal injury. In addition to the precautions
alternator and components such as the fuel
such as the lights, instruments, etc (which are
given in "Safety first!" at the beginning of this
injection/ignition electronic control unit, to
covered in Chapter 12).
manual, observe the following when working
protect them from the risk of damage.
The electrical system is of the 12-volt
on the system.
The radio/cassette unit fitted as standard
negative earth type.
Always remove rings, watches, etc before
equipment by Citroen is equipped with a built-
The battery is of the low-maintenance or
working on the electrical system. Even with
in security code, to deter thieves. If the power
"maintenance-free" ("sealed for life") type,
the battery disconnected, capacitive
source to the unit is cut, the anti-theft system
and is charged by the alternator, which is belt-
discharge could occur if a component's live
will activate. Even if the power source is
driven from the crankshaft pulley. *
terminal is earthed through a metal object.
immediately reconnected, the radio/cassette
The starter motor is of the pre-engaged
This could cause a shock or nasty burn.
unit will not function until the correct security
type, incorporating an integral solenoid. On
Do not reverse the battery connections.
code has been entered. Therefore, if you do
starting, the solenoid moves the drive pinion
Components such as the alternator, fuel
not know the correct security code for the
into engagement with the flywheel ring gear
injection electronic control unit, or any other
radio/cassette unit, do not disconnect the
before the starter motor is energised. Once
components having semi-conductor circuitry,
battery negative terminal of the battery, or
the engine has started, a one-way clutch
could be irreparably damaged.
remove the radio/cassette unit from the
prevents the motor armature being driven by
If the engine is being started using jump
vehicle. Refer to "Radio/cassette unit anti-
the engine until the pinion disengages from
leads and a slave battery, connect the
theft system precaution" Section at the
the flywheel.
batteries positive-to-positive and negative-to-
beginning of this manual for details of how to
Refer to Section 5 for further information on
negative (see "Booster battery (jump)
enter the security code.
the various ignition systems.
starting"). This also applies when connecting
a battery charger.
Never disconnect the battery terminals, the
Further details of the various systems are
alternator, any electrical wiring or any test
2 Electrical fault finding -
given in the relevant Sections of this Chapter.
instruments when the engine is running.
general information
While some repair procedures are given, the
Do not allow the engine to turn the alternator
usual course of action is to renew the
when the alternator is not connected.
Refer to Chapter 12, Section 2.

Engine electrical systems 5*3
3.1 Using a hydrometer to check the
4.4 Battery clamp plate securing nut (1)
4.6 Removing the plastic battery tray
battery electrolyte specific gravity
and bolt (2)
colour. If the indicator shows green, then the
temperature of the electrolyte should never
battery is in a good state of charge. If the
3 Battery - testing and charging
exceed 37.8C (100F).
indicator turns darker, eventually to black,
then the battery requires charging, as
Maintenance-free battery -
described later in this Section. If the indicator
Standard and low-maintenance
shows clear/yellow, then the electrolyte level
battery - testing
Note: The following is intended as a guide
in the battery is too low to allow further use,
only. Always refer to the battery
1 If the vehicle covers a small annual mileage,
and the battery should be renewed. Do not
manufacturer's recommendations (often
it is worthwhile checking the specific gravity
attempt to charge, load or jump-start a
printed on a label attached to the battery)
of the electrolyte every three months, to
battery when the indicator shows
before charging.
determine the state of charge of the battery.
13 This battery type takes considerably
Use a hydrometer (these are readily-available
6 If testing the battery using a voltmeter,
longer to fully recharge than the standard
from motor accessory outlets) to make the
connect the voltmeter across the battery, and
type, the time taken being dependent on the
check, and compare the results with the
compare the result with those given in the
extent of discharge, but it can take anything
following table (see illustration). Note that
Specifications under "charge condition". The
up to three days.
the specific gravity readings assume an
test is only accurate if the battery has not
14 A constant-voltage type charger is
electrolyte temperature of 15C (60F); for
been subjected to any kind of charge for the
required, to be set, when connected, to 13.9
every 10C (18F) below 15C (60F), subtract
previous six hours. If this is not the case,
to 14.9 volts with a charger current below
0.007. For every 10C (18F) above 15C
switch on the headlights for 30 seconds, then
25 amps. Using this method, the battery
(60F), add 0.007.
switch them off and wait four to five minutes
should be useable within three hours, giving a
Ambient Ambient
before testing the battery. All other electrical
voltage reading of 12.5 volts, but this is for a
temperature temperature
circuits must be switched off, so check that
partially-discharged battery; as mentioned,
above 25C below 25C
the doors and tailgate are fully shut when
full charging can take considerably longer.
(77F) (77F)
making the test.
15 If the battery is to be charged from a fully-
Fully-charged 1.210 to 1.230 1.270 to 1.290
7 Voltage readings corresponding to the
discharged state (condition reading less than
70% charged 1.170 to 1.190 1.230 to 1.250
various states of charge are given in the
12.2 volts), have it recharged by your Citroen
Fully-discharged 1.050 to 1.070 1.110 to 1.130
dealer or local automotive electrician, as the
2 If the battery condition is suspect, first
8 If the battery is to be charged, remove it
charge rate is higher, and constant
check the specific gravity of electrolyte in
from the vehicle (Section 4) and charge it as
supervision during charging is necessary.
each cell. A variation of 0.040 or more
described later in this Section.
between any cells indicates loss of electrolyte
or deterioration of the internal plates.
Standard and low-maintenance
battery - charging

4 Battery - removal and refitting
3 If the specific gravity variation is 0.040 or
more, the battery should be renewed. If the
Note: The following is intended as a guide
cell variation is satisfactory but the battery is
only. Always refer to the manufacturer's
discharged, it should be charged as
recommendations (often printed on a label
described later in this Section.
attached to the battery) before charging a
1 The battery is located on the left-hand side
of the engine compartment.
Maintenance-free battery -
9 Charge the battery at a rate of 3.5 to
2 Disconnect the lead(s) at the negative
4 amps, and continue to charge the battery at
(earth) terminal, by unscrewing the retaining
4 In cases where a "sealed for life"
this rate until no further rise in specific gravity
nut and removing the terminal clamp.
maintenance-free battery is fitted, topping-up
is noted over a four-hour period.
3 Disconnect the positive terminal lead(s) in
and testing of the electrolyte in each cell is not
10 Alternatively, a trickle charger, charging at
the same way.
possible. The condition of the battery can
the rate of 1.5 amps, can safely be used
4 Unscrew the nut and the bolt securing the
therefore only be tested using a battery
battery clamp plate, then lift the clamp plate
condition indicator or a voltmeter.
11 Special rapid "boost" charges, which are
from the top of the battery (see illustration).
5 Certain models my be fitted with a "Delco"
claimed to restore the power of the battery in
5 Lift the battery from the plastic tray.
type maintenance-free battery, with a built-in
1 to 2 hours, are not recommended, as they
6 If desired, the plastic tray can be lifted from
charge condition indicator. The indicator is
can cause serious damage to the battery
the metal support plate, after unclipping any
located in the top of the battery casing, and
plates through overheating.
relevant hoses and wiring from its sides (see
indicates the condition of the battery by its
12 While charging the battery, note that the

5*4 Engine electrical systems
gases by reducing the ignition advance at
certain engine temperatures. The system is
7 Refitting is a reversal of removal, but smear
controlled by the fuel injection electronic
petroleum jelly on the terminals when
control unit (ECU). The ECU has control over
reconnecting the leads, and always reconnect
an electrically-operated solenoid valve,
the positive lead first, and the negative lead
mounted in the left-hand rear corner of the
engine compartment, which is fitted in the
vacuum pipe linking the distributor vacuum
diaphragm unit to the inlet manifold (see
At certain engine temperatures,
5 Ignition system -
the ECU switches off the solenoid valve,
general information
which then cuts off the vacuum supply to the
distributor vacuum diaphragm, thereby
reducing the ignition advance.
1124 cc and 1360 cc carburettor
9 A TDC sensor is fitted to the rear of the
flywheel, but the sensor is not part of the
5.8 Ignition timing retard system solenoid
1 On 1124 cc and 1360 cc carburettor
ignition system; it is for diagnostic purposes
valve -1124 cc and early 1360 cc fuel-
models, a breakerless electronic ignition
injected models
system is used. The system basically
comprises the HT ignition coil and the
Later 1360 cc fuel-injected
conventional HT coil and distributor to
distributor, both of which are mounted on the
models, and all 1580 cc and 1761
distribute the HT voltage to the relevant spark
left-hand end of the cylinder head, the
cc models
distributor being driven off the end of the
1998 cc 8-valve models
10 On later 1360 cc models (KDX engine),
2 The distributor contains a reluctor mounted
and all 1580 cc and 1761 cc models, the
16 On 1998 cc 8-valve models, the ignition
onto its shaft, and a magnet and stator fixed
ignition system is integrated with the fuel
system is as described above for later
to its body. The ignition amplifier unit is also
injection system, to form a combined engine
1360 cc, 1580 cc and 1761 cc models, but
mounted onto the side of the distributor body.
management system under the control of one
with the addition of a knock sensor
The system operates as follows.
ECU (refer to Chapter 4 for further
incorporated into the ignition system. The
3 When the ignition is switched on but the
knock sensor is mounted onto the cylinder
engine is stationary, the transistors in the
11 The ignition side of the system is of the
head, and operates as described below for
amplifier unit prevent current flowing through
static (distributorless) type, consisting simply
1998 cc 16-valve models.
the ignition system primary (LT) circuit.
of a four-output ignition coil. The ignition coil
1998 cc 16-valve models
4 As the crankshaft rotates, the reluctor
actually consists of two separate HT coils,
17 The ignition system on 1998 cc 16-valve
moves through the magnetic field created by
which supply two cylinders each (one coil
models is of the static (distributorless) type.
the stator. When the reluctor teeth are in
supplies cylinders 1 and 4, the other cylin-
However, the system differs from the other
alignment with the stator projections, a small
ders 2 and 3). Under the control of the ECU,
static systems in that it is a "sequential"
AC voltage is created. The amplifier unit uses
the ignition coil operates on the "wasted-
system, with each plug sparking individually
this voltage to switch the transistors in the
spark" principle. The spark plugs are fired in
once every cycle of the engine, rather than
unit and complete the ignition system primary
two pairs, twice for every complete cycle of
operating on the "wasted-spark" principle
(LT) circuit.
the engine. One plug of each pair will fire on a
where the plugs spark in pairs, firing twice for
5 As the reluctor teeth move out of alignment
compression stroke, and one on an exhaust
every cycle of the engine.
with the stator projections, the AC voltage
stroke; the spark on the exhaust stroke has no
18 The ignition system components consist
changes, and the transistors in the amplifier
effect on the running of the engine, and is
of two amplifier modules, four ignition HT
unit are switched again to interrupt the
therefore "wasted". The ECU uses the inputs
coils, and a knock sensor. The ignition system
primary (LT) circuit. This causes a high voltage
from the various sensors to calculate the
is integrated with the fuel injection system, to
to be induced in the coil secondary (HT)
required ignition advance setting and coil
form a combined engine management system
windings, which then travels down the HT
charging time.
under the control of one ECU via the ignition
lead to the distributor and onto the relevant
amplifier modules. Refer to Chapter 4 for
spark plug.
further information.
1905 cc models
6 A TDC sensor is fitted to the rear of the
19 Each ignition amplifier module operates
flywheel, but the sensor is not part of the
12 On 1905 cc models, the ignition system is
two HT coils; the ignition HT coils are integral
ignition system; it is for diagnostic purposes
integrated with the fuel injection system, to
with the plug caps, and are pushed directly
form a combined engine management system
onto the spark plugs, one for each plug. This
under the control of one ECU via the ignition
removes the need for any HT leads
amplifier module. (Refer to Chapter 4 for
connecting the coils to the plugs. The ECU
1124 cc and early 1360 cc fuel-
further information.) However, two different
uses the inputs from the various sensors to
injected models
ignition set-ups are used, depending on
calculate the required ignition advance setting
7 On 1124 cc and early 1360 cc (KDY engine)
engine type.
and coil charging time.
fuel-injected models equipped with the Bosch
13 On models not equipped with a catalytic
20 The knock sensor is mounted onto the
Monopoint A2.2 fuel injection system, a
converter (D6E engine with Bosch Motronic
cylinder head, and prevents the engine
breakerless electronic ignition system is fitted.
MP3.1 system), the ignition system is of the
"pinking" under load. The sensor detects
This operates in the same way as that
static (distributorless) type, with a four-output
abnormal vibration, and is thus able to detect
described above for the carburettor models.
ignition coil. The system functions as
the knocking which occurs when the engine
8 In addition to the system components
described above, in paragraph 11.
starts to "pink" (pre-ignite). The knock sensor
described above, the system is equipped with
14 On models with a catalytic converter
sends an electrical signal to the ECU, which in
an ignition timing retard system. This limits the
(DKZ engine with Bosch Motronic M1.3
turn retards the ignition advance setting until
nitrous oxide (Nox) content of the exhaust
system), the ignition system uses a
the "pinking" ceases.

Engine electrical systems 5*5
11.7 volts). If the voltage at the coil is less
roughly, check the compression pressures as
than battery voltage by 1 volt or more, check
6 Ignition system - testing
described in Chapter 2, and the valve
the feed back through the fusebox and
clearances (1360 cc models only) as
ignition switch to the battery and its earth,
described in Chapter 1.
until the fault is found.
16 If these checks fail to reveal the cause of
7 If the feed to the HT coil is sound, check the
the problem, the vehicle should be taken to a
Ignition systems with a distributor
coil's primary and secondary winding
suitably-equipped Citroen dealer for testing. A
Note: Refer to the precautions given in
resistance as described later in this Section.
wiring block connector is incorporated in the
Section 1 of this Chapter before starting work.
Renew the coil if faulty, but be check carefully
engine management circuit, into which a
Always switch off the ignition before
the condition of the LT connections
special electronic diagnostic tester can be
disconnecting or connecting any component,
themselves before doing so, to ensure that
plugged. The tester will locate the fault quickly
and when using a multi-meter to check
the fault is not due to dirty or poorly-fastened
and simply, alleviating the need to test all the
system components individually, which is a
8 If the HT coil is in good condition, the fault
time-consuming operation that carries a high
is probably within the amplifier unit or
risk of damaging the ECU.
distributor stator assembly (1124 cc and
17 The only ignition system checks which
1 The components of electronic ignition
1360 cc models) or the engine management
can be carried out by the home mechanic are
systems are normally very reliable; most faults
ECU (1905 cc models). Testing of these
those described in Chapter 1 relating to the
are far more likely to be due to loose or dirty
components should be entrusted to a Citroen
spark plugs, and also the ignition coil test
connections, or to "tracking" of HT voltage
described in this Chapter. If necessary, the
due to dirt, dampness or damaged insulation,
system wiring and wiring connectors can be
than to the failure of any of the system's
checked as described in Chapter 12, ensuring
components. Always check all wiring
Engine misfires
that the ECU wiring connector(s) have first
thoroughly before condemning an electrical
9 An irregular misfire suggests either a loose
been disconnected.
component, and work methodically to
connection or intermittent fault on the primary
eliminate all other possibilities before deciding
circuit, or an HT fault on the coil side of the
that a particular component is faulty.
rotor arm.
2 The old practice of checking for a spark by
10 With the ignition switched off, check
7 Ignition HT coil(s) -
holding the live end of an HT lead a short
carefully through the system, ensuring that all
removal, testing and refitting
distance away from the engine is not
connections are clean and securely fastened.
recommended; not only is there a high risk of
If the equipment is available, check the LT
a powerful electric shock, but the HT coil or
circuit as described above.
amplifier unit will be damaged. Similarly, never
11 Check that the HT coil, the distributor cap
try to "diagnose" misfires by pulling off one
and the HT leads are clean and dry. Check the
HT lead at a time.
leads themselves and the spark plugs (by
1124 cc and 1360 cc models with a
substitution, if necessary), then check the
distributor cap, carbon brush and rotor arm as
Engine will not start
1 Disconnect the battery negative terminal.
described in Chapter 1.
2 Disconnect the hot-air intake hose from the
3 If the engine either will not turn at all, or only
12 Regular misfiring is almost certainly due to
exhaust manifold shroud and air temperature
turns very slowly, check the battery and
a fault in the distributor cap, HT leads or spark
control valve, and remove it from the engine.
starter motor. Connect a voltmeter across the
plugs. Use a timing light (paragraph 4 above)
Release the intake duct fastener, and position
battery terminals (meter positive probe to
to check whether HT voltage is present at all
the duct clear of the coil.
battery positive terminal), disconnect the
ignition coil HT lead from the distributor cap
3 Disconnect the wiring connector from the
13 If HT voltage is not present on any
and earth it, then note the voltage reading
capacitor mounted on the coil mounting
particular lead, the fault will be in that lead, or
obtained while turning the engine on the
bracket, and release the TDC sensor wiring
in the distributor cap. If HT is present on all
starter for (no more than) ten seconds. If the
connector from the front of the bracket (see
leads, the fault will be in the spark plugs;
reading obtained is less than approximately
check and renew them if there is any doubt
9.5 volts, first check the battery, starter motor
4 Disconnect the HT lead from the coil, then
about their condition.
and charging system as described in the
14 If no HT voltage is present, check the HT
relevant Sections of this Chapter.
coil; its secondary windings may be breaking
4 If the engine turns at normal speed but will
down under load.
not start, check the HT circuit by connecting a
timing light (following the equipment
manufacturer's instructions) and turning the
Static (distributorless) ignition
engine on the starter motor. If the light
flashes, voltage is reaching the spark plugs,
15 If a fault appears in the engine
so these should be checked first. If the light
management (fuel injection/ignition) system,
does not flash, check the HT leads
first ensure that the fault is not due to a poor
themselves, followed by the distributor cap,
electrical connection, or to poor maintenance;
carbon brush and rotor arm, using the
ie, check that the air cleaner filter element is
information given in Chapter 1.
clean, that the spark plugs are in good
5 If there is a spark, check the fuel system for
condition and correctly gapped, and that the
faults, referring to the relevant Part of Chapter
engine breather hoses are clear and
4 for further information.
undamaged. Refer to Chapter 1 for further
7.3 On 1124 cc and 1360 cc models,
6 If there is still no spark, check the voltage at
information. Also check that the accelerator
disconnect the capacitor wiring connector,
the ignition HT coil "+" terminal; it should be
cable is correctly adjusted, as described in
and release the TDC sensor connector
the same as the battery voltage (ie, at least
Chapter 4. If the engine is running very

5*6 Engine electrical systems
7.4a . . . then disconnect the HT lead . . .
7.4b . . . and wiring connector (arrowed)
7.5a Undo the two retaining bolts
from the ignition HT coil
depress the retaining clip and disconnect the
13 Undo the four retaining screws securing
Where no values are quoted, refer to your
coil wiring connector (see illustrations).
the coil to its mounting bracket, and remove it
Citroen dealer for advice.
5 Slacken and remove the two retaining bolts,
from the engine compartment.
18 Check that there is no continuity between
and remove the coil and mounting bracket
1998 cc 16-valve models
the HT lead terminal and the coil
from the cylinder head (see illustrations).
body/mounting bracket.
Where necessary, slacken and remove the
14 Disconnect the battery negative terminal.
19 If the coil is thought to be faulty, have yqur
four screws and nuts, and separate the HT
There are four separate ignition HT coils, one
findings confirmed by a Citroen dealer or
coil and mounting bracket.
on the top of each spark plug.
other specialist before renewing the coii.
15 To gain access to the coils, undo the eight
1905 cc models with a distributor
retaining bolts, noting the correct fitted
6 Disconnect the battery negative terminal.
position of the wiring clip, and remove the
7 Depress the retaining clip, and disconnect
20 Refitting is a reversal of the removal
access cover from the centre of the cylinder
the wiring connector from the ignition HT coil.
head cover.
procedure, ensuring that the wiring
8 Disconnect the HT lead from the coil.
connectors are securely reconnected and,
16 To remove an HT coil, depress the
9 Slacken and remove the four HT coil
where necessary, that the HT leads are
retaining clip and disconnect the wiring
retaining screws, and remove the coil from the
correctly connected.
connector, then pull the coil off the spark plug
top of the inlet manifold.
and remove it along with its rubber seal.
1360 cc and 1905 cc models
(distributorless system), and all
8 Distributor -
1580 cc, 1761 cc and 1998 cc 8-valve
17 Testing the coil involves using a
removal and refitting
multimeter set to its resistance function, to
check the primary (LT "+" to "-" terminals) and
10 Disconnect the battery negative terminal.
secondary (LT " + " to HT lead terminal)
The ignition HT coil is mounted on the left-
windings for continuity. Bear in mind that on
hand end of the cylinder head.
1124 cc and 1360 cc models
the four-output, static type HT coil, there are
11 Depress the retaining clip, and disconnect
two sets of each windings. Compare the
1 Disconnect the battery negative terminal. If
the wiring connector from the HT coil (see
results obtained to those given in the
necessary, to improve access to the
Specifications at the start of this Chapter,
distributor, remove the ignition HT coil as
12 Make a note of the correct fitted positions
where available. Note that the resistance of
described in Section 7, and the air intake duct
of the HT leads, then disconnect them from
the coil windings will vary slightly according to
as described in Chapter 4 (as appropriate).
the coil terminals. Note that, on genuine
the coil temperature; the results in the
2 Peel back the waterproof cover, slacken
Citroen leads, each HT lead is marked with its
Specifications are approximate values, and
and remove the distributor cap retaining
cylinder number, indicated by blocks printed
are accurate only when the coil is at 20C.
screws, then remove the cap and position it
near the end of the lead; the coil terminals are
clear of the distributor body (see
also numbered for identification.
illustrations). Recover the seal from the cap.
7.11 Disconnecting the wiring
connector (A) from the ignition HT coil -
7.5b . . . and remove the coil and mounting
1580 cc engine shown. Note the HT lead
8.2a Peel back the waterproof cover . . .
bracket from the engine
markings (arrowed)

Engine electrical systems 5*7
8.2b . . . then undo the retaining
8.2c . . . and remove the cap from the end 8.3a Disconnect the distributor wiring
s c r e w s . . .
of the distributor connector . . .
3 Depress the retaining clip, and disconnect
1905 cc models
the wiring connector from the distributor.
8 Lubricate the new O-ring with a smear of
14 Refit the distributor mounting bolts and
Disconnect the hose from the vacuum
engine oil, and fit it to the groove in the
washers and tighten the bolts.
diaphragm unit (see illustrations).
distributor body. Examine the distributor cap
15 Ensure that the seal is correctly located in
4 Check the cylinder head and distributor
seal for wear or damage, and renew if
its groove, then refit the cap assembly to the
flange for signs of alignment marks. If no
distributor and tighten its retaining screws
marks are visible, using a scriber or a marker
9 Align the distributor rotor shaft drive
securely. Fold the waterproof cover back over
pen, mark the relationship of the distributor
coupling key with the slots in the camshaft
the distributor cap, ensuring that it is correctly
body to the cylinder head. Slacken and
end, noting that the slots are offset to ensure
remove the two mounting nuts and retaining
that the distributor can only be fitted in one
16 Where necessary, refit the airflow meter
plates, and withdraw the distributor from the
position. Carefully insert the distributor into
as described in the relevant Part of Chapter 4.
cylinder head (see illustration). Remove the
the cylinder head, rotating the rotor arm
O-ring from the end of the distributor body,
slightly to ensure the coupling is correctly
and discard it; a new one must be used on
9 Ignition system amplifier
1124 cc and 1360 cc models
unit(s) - removal and refitting
1905 cc models
10 Align the marks noted or made on
removal, and install the distributor retaining
5 Disconnect the battery negative terminal. If
plates and nuts, tightening them only lightly.
necessary, to improve access to the
1 Disconnect the battery negative terminal.
11 Ensure that the seal is correctly located in
distributor, remove the airflow meter as
its groove, then refit the cap assembly to the
1124 cc and 1360 cc models
described in Chapter 4.
distributor and tighten its retaining screws
2 The amplifier unit is mounted onto the side
6 Peel back the waterproof cover, slacken
securely. Fold the waterproof cover back over
of the distributor body (see illustration).
and remove the distributor cap retaining
the distributor cap, ensuring that it is correctly
3 To improve access to the unit, disengage
screws, then remove the cap and position it
the hot-air intake hose from the control valve
clear of the distributor body. Recover the seal
12 Reconnect the vacuum hose to the
and manifold shroud, and remove it from the
from the cap.
diaphragm unit and the distributor wiring
vehicle. Disconnect the wiring connector,
7 Slacken and remove the two mounting
connector. Where necessary, refit the ignition
undo the two retaining screws and remove the
bolts and washers, and withdraw the
HT coil as described in Section 7, and the air
amplifier unit.
distributor from the cylinder head. Remove
intake duct as described in Chapter 4.
the O-ring from the end of the distributor
13 Check and, if necessary, adjust the
1905 cc models
body, and discard it; a new one must be used
ignition timing as described in Section 10, then
4 The amplifier unit is situated in the right-
on refitting.
fully tighten the distributor mounting nuts.
hand rear corner of the engine compartment,
8.3b . . . and the vacuum diaphragm
8.4 . . . then undo the retaining nuts and
9.2 On 1124 cc and 1360 cc models, the
h o s e . . .
remove the distributor
ignition amplifier unit is secured to the side
of the distributor by two screws

5*8 Engine electrical systems
functioning correctly, but again a detailed
check must be left to a Citroen dealer.
9 When the ignition timing is correct, stop the
engine and disconnect the timing light.
All other models (distributorless
ignition system)
10 On models with static (distributorless)
ignition systems, there are no timing marks on
the flywheel or crankshaft pulley. The timing is
constantly being monitored and adjusted by
the engine management ECU, and nominal
values cannot be given. Therefore, it is not
possible for the home mechanic to check the
9.4 On 1905 cc models, the ignition
9.6 On 1998 cc 16-valve models, both
ignition timing.
amplifier unit is situated in the right-hand
ignition amplifier units are situated in the
11 The only way in which the ignition timing
comer of the engine compartment
left-hand corner of the engine compartment
can be checked is using special electronic
test equipment, connected to the engine
mounted onto the wing valance (see
6 Start the engine, allowing it to idle at the
management system diagnostic connector
specified speed, and point the timing light at
(refer to Chapter 4 for further information).
5 To remove the unit, disconnect the wiring
the transmission housing aperture. The
12 On 1580 cc models and 1998 cc 8-valve
connector, undo the two retaining screws and
flywheel timing mark should be aligned with
models, with Magneti Marelli engine
remove the amplifier from its mounting
the appropriate notch on the timing plate
management systems, and 1761 cc models
(refer to the Specifications for the correct
with the Bosch Motronic MP5.1 system,
timing setting). The numbers on the plate
1998 cc 16-valve models
adjustment of the ignition timing is possible.
indicate degrees Before Top Dead Centre
However, adjustments can be made only by
6 Both amplifier units are situated in the left-
re-programming the ECU using the special
hand rear corner of the engine compartment,
7 If adjustment is necessary, slacken the two
test equipment.
mounted onto the wing valance (see
distributor mounting nuts, then slowly rotate
13 On all other models, with Bosch engine
the distributor body as required until the
management systems, no adjustment of the
7 To remove either unit, disconnect the wiring
flywheel mark and the timing plate notch are
ignition timing is possible. Should the ignition
connector, undo the two retaining screws and
brought into alignment. Once the marks are
timing be incorrect, then a fault must be
remove the amplifier unit from its mounting
correctly aligned, hold the distributor
present in the engine management system.
stationary and tighten its mounting nuts.
Recheck that the timing marks are still
correctly aligned and, if necessary, repeat the
8 Refitting is a reverse of the removal
adjustment procedure.
11 Charging system - testing
8 When the timing is correctly set, increase
the engine speed, and check that the pulley
mark advances to beyond the beginning of
Note: Refer to the warnings given in "Safety
10 Ignition timing-
the timing plate reference marks, returning to
first!" and in Section 1 of this Chapter before
starting work.

checking and adjustment
the specified mark when the engine is allowed
to idle. This shows that the centrifugal
1 If the ignition/no-charge warning light fails
advance mechanism is functioning; if a
to illuminate when the ignition is switched on,
1124 cc and 1360 cc models with
detailed check is thought necessary, this must
first check the alternator wiring connections
a distributor
be left to a Citroen dealer having the
for security. If satisfactory, check that the
necessary equipment. Reconnect the vacuum
warning light bulb has not blown, and that the
1 To check the ignition timing, a stroboscopic
hose to the distributor, and repeat the check.
bulbholder is secure in its location in the
timing light will be required. It is also
The rate of advance should significantly
instrument panel. If the light still fails to
recommended that the flywheel timing mark is
increase if the vacuum diaphragm is
illuminate, check the continuity of the warning
highlighted as follows.
2 Remove the plug from the aperture on the
front of the transmission clutch housing.
Using a socket and suitable extension bar on
the crankshaft pulley bolt, slowly turn the
engine over until the timing mark (a straight
line) scribed on the edge of the flywheel
appears in the aperture. Highlight the line with
quick-drying white paint - typist's correction
fluid is ideal (see illustrations).
Start the engine, allow it to warm up to
normal operating temperature, and then stop
4 Disconnect the vacuum hose from the
distributor diaphragm, and plug the hose end.
5 Connect the timing light to No 1 cylinder
spark plug lead (No 1 cylinder is at the
10.2a On 1124 cc and 1360 cc models with
10.2b . . . to reveal the timing plate and
transmission end of the engine) as described
a distributor, remove the plug from the
flywheel timing mark (arrowed)
in the timing light manufacturer's instructions.
transmission housing . . .

Engine electrical systems 5*9
13.3 Undo the retaining nuts and
13.4a Slacken and remove the alternator
13.4b . . . and lower bolt (arrowed), and
disconnect the wiring from the alternator -
upper mounting b o l t . . .
manoeuvre out the alternator -1998 cc
1905 cc model shown
8-valve model shown
light feed wire from the alternator to the
the fault persists, the alternator should be
On some models, it may be necessary to
bulbholder. If all is satisfactory, the alternator
renewed, or taken to an auto-electrician for
remove the drivebelt idler/tensioner pulley to
is at fault, and should be renewed or taken to
testing and repair.
gain access to the alternator mounting nuts
an auto-electrician for testing and repair.
and bolts (depending on specification).
2 If the ignition warning light illuminates when
5 Manoeuvre the alternator away from its
12 Alternator drivebelt - removal,
the engine is running, stop the engine. Check
mounting brackets and out from the engine
that the drivebelt is correctly tensioned (refer
refitting and tensioning
to Section 12) and that the alternator
connections are secure. If all is so far
1 Refer to the procedure given for the
satisfactory, check the alternator brushes and
auxiliary drivebelt in Chapter 1.
6 Refitting is a reversal of removal, tensioning
slip rings as described in Section 14. If the
the auxiliary drivebelt as described in Chap-
fault persists, the alternator should be
13 Alternator -
ter 1, and ensuring that the alternator
renewed, or taken to an auto-electrician for
mountings are securely tightened.
removal and refitting
testing and repair.
3 If the alternator output is suspect even
though the warning light functions correctly,
14 Alternator brushes and
the regulated voltage may be checked as
1 Disconnect the battery negative lead.
regulator -
2 Slacken the auxiliary drivebelt as described
4 Connect a voltmeter across the battery
inspection and renewal
in Chapter 1, and disengage it from the
terminals, and start the engine.
alternator pulley.
5 Increase the engine speed until the
1 Remove the alternator as described in
3 Remove the rubber covers (where fitted)
voltmeter reading remains steady; the reading
Section 13.
should be approximately 12 to 13 volts, and
from the alternator terminals, then unscrew the
Valeo alternator
no more than 14 volts.
retaining nuts and disconnect the wiring from
6 Switch on as many electrical accessories
the rear of the alternator (see illustration).
2 Where applicable, scrape the sealing
(eg, the headlights, heated rear window and
4 Unscrew the nut and/or bolt securing the
compound from the rear plastic cover, to
heater blower) as possible, and check that the
alternator to the upper mounting bracket.
expose the three rear cover retaining nuts
alternator maintains the regulated voltage at
Unscrew the lower nut and/or mounting bolt,
(see illustration).
around 13 to 14 volts.
or undo the nut securing the adjuster bolt
3 Undo the retaining nuts and remove the
7 If the regulated voltage is not as stated, the
bracket to the alternator (as applicable). Note
rear cover (see illustration).
fault may be due to worn brushes, weak brush
that, where a long through-bolt is used to
4 If necessary, scrape the sealing compound
springs, a faulty voltage regulator, a faulty
secure the alternator in position, the bolt does
from the rear of the alternator to expose the
diode, a severed phase winding, or worn or
not need to be fully removed; the alternator
regulator/brush holder assembly fixings. The
damaged slip rings. The brushes and slip
can be disengaged from the bolt once it has
assembly is retained by two nuts and a single
rings may be checked (see Section 14), but if
been slackened sufficiently (see illustrations).
screw (see illustration).
14.4 Alternator brush/regulator assembly
14.2 On the Valeo alternator, undo the
14.3 . . . and withdraw the rear cover
retaining nuts (1) and screw (2) - Valeo
three retaining nuts (arrowed)...

5*10 Engine electrical systems
14.5 Removing the cover from the
14.6 Removing the brush/regulator
14.9 Ensure the alternator slip-rings
armature shaft - Valeo alternator
assembly - Valeo alternator
(arrowed) are clean and undamaged
5 Pull the plastic cover from the rear of the
Although the components differ in detail, the
solenoid, and that the earth is sound. Smear
armature shaft (see illustration).
same basic principles outlined previously for
petroleum jelly around the battery terminals to
6 Undo the retaining nuts and screw, and
the Valeo alternator are applicable.
prevent corrosion - corroded connections are
withdraw the regulator/brush holder assembly
among the most frequent causes of electrical
from the rear of the alternator (see
system faults.
15 Starting system - testing
4 If the battery and all connections,'are in
7 Measure the protrusion of each brush from
good condition, check the circuit by
the its holder. No minimum dimension is
disconnecting the wire from the solenoid
specified by the manufacturers, but excessive
Note: Refer to the precautions given in
blade terminal. Connect a voltmeter or test
wear should be self-evident. If either brush
"Safety first!" and in Section 1 of this Chapter
light between the wire end and a good earth
requires renewal, the complete
before starting work.
(such as the battery negative terminal), and
regulator/brush holder assembly must be
1 If the starter motor fails to operate when the
check that the wire is live when the ignition
renewed. It is not possible to renew the
ignition key is turned to the appropriate
switch is turned to the "start" position. If it is,
brushes separately.
position, the following possible causes may
then the circuit is sound - if not, the circuit
8 If the brushes are still serviceable, clean
be to blame.
wiring can be checked as described in
them with a petrol-moistened cloth. Check
(a) The battery is faulty.
Chapter 12, Section 2.
that the brush spring tension is equal for both
(b) The electrical connections between the
5 The solenoid contacts can be checked by
brushes, and provides a reasonable pressure.
switch, solenoid, battery and starter
connecting a voltmeter or test light between
The brushes must move freely in their holders.
motor are somewhere failing to pass the
the battery positive feed connection on the
9 Clean the alternator slip-rings with a petrol-
necessary current from the battery
starter side of the solenoid, and earth. When
moistened cloth (see illustration). Check for
through the starter to earth.
the ignition switch is turned to the "start"
signs of scoring, burning or severe pitting on
(c) The solenoid is faulty.
position, there should be a reading or lighted
the surface of the slip-rings. It may be
(d) The starter motor is mechanically or
bulb, as applicable. If there is no reading or
possible to have the slip rings renovated by
electrically defective.
lighted bulb, the solenoid is faulty, and should
an electrical specialist.
2 To check the battery, switch on the
be renewed.
10 Refit the regulator/brush holder assembly
headlights. If they dim after a few seconds,
6 If the circuit and solenoid are proved
using a reverse of the removal procedure.
this indicates that the battery is discharged -
sound, the fault must lie in the starter motor.
11 Refit the alternator as described in
recharge (see Section 3) or renew the battery.
Begin checking the starter motor by removing
Section 13.
If the headlights glow brightly, operate the
it (see Section 16), and checking the brushes
ignition switch and observe the lights. If they
Bosch alternator
(see Section 17). If the fault does not lie in the
dim, then this indicates that current is
brushes, the motor windings must be faulty. In
12 Unclip the cover from the rear of the
reaching the starter motor - therefore, the fault
this event, it may be possible to have the
must lie in the starter motor. If the lights
starter motor overhauled by a specialist, but
13 If necessary, scrape the sealing
continue to glow brightly (and no clicking
check on the availability and cost of spares
compound from the rear of the alternator, to
sound can be heard from the starter motor
before proceeding, as it may prove more
expose the regulator/brush holder assembly
solenoid), this indicates that there is a fault in
economical to obtain a new or exchange
retaining screws. Slacken and remove the two
the circuit or solenoid - refer to the following
retaining screws, and remove the
paragraphs. If the starter motor turns slowly
regulator/brush holder from the rear of the
when operated, but the battery is in good
condition, then this indicates that either the
16 Starter motor -
14 Examine the alternator components as
starter motor is faulty, or there is considerable
removal and refitting
described above in paragraphs 7 to 9.
resistance somewhere in the circuit.
15 Refit the regulator/brush holder assembly,
3 If a fault in the circuit is suspected,
and securely tighten its retaining screws.
disconnect the battery leads (including the
16 Clip the rear cover onto the alternator,
earth connection to the body), the
1 Disconnect the battery negative lead.
and refit the alternator as described in Sec-
starter/solenoid wiring, and the engine/
2 On 1124 cc, 1360 cc models and 1998 cc
tion 13.
transmission earth strap. Thoroughly clean
16-valve models, to improve access to the
the connections, reconnect the leads and
motor, remove the air cleaner housing and
Mitsubishi alternator
wiring, then use a voltmeter or test light to
mounting bracket, as described in Chapter 4.
17 At the time of writing, no information on
check that full battery voltage is available at
3 On all models, so that access to the motor
the Mitsubishi alternator was available.
the battery positive lead connection to the
can be gained both from above and below,