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DXi 11 ENGINE
AND PUMP INJECTORS

Renault Trucks International Training
DXI 11 ENGINE
AND PUMP
INJECTORS
This training document is for the use of colleagues in the RENAULT TRUCKS after-
sales network. It contains the information needed to understand and to perform
diagnostics on the DXi 11 engine versions Euro 3 and Euro 4 and on the "Pump
injectors" injection system.
Author of document: Guillaume DURAND

Date created: July 2005
Updated by: Jérôme MARTIN
Date of latest update: February 2006
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Training document without updates Refer to workshop manual

Renault Trucks International Training
CONTENTS PAGE
1. GENERAL............................................................................................................. 4
1.1. Technical specifications of DXi 11 engine, Euro 3........................................ 4

1.2. Technical specifications of DXi 11 engine, Euro 4........................................ 5
1.3. Power curves, Euro 3 version......................................................................... 5
2. MECHANICS....................................................................................................... 12
2.1. Engine bottom part:....................................................................................... 12

2.2. Engine top part: ............................................................................................. 16
2.3. Moving parts: ................................................................................................. 20
2.4. Timing:............................................................................................................ 21
2.5. Lubrication: .................................................................................................... 23
2.6. Cooling: .......................................................................................................... 28
3. FUEL FEED CIRCUIT ......................................................................................... 29
3.1. Details of fuel feed circuit: ............................................................................ 29

3.2. 2. Fuel filter holder:........................................................................................ 31
3.3. 3. Checking the feed pressure:..................................................................... 32
4. ELECTRONIC MANAGEMENT .......................................................................... 33
4.1. Presentation of system: ................................................................................ 33

4.2. Presentation and location of components for the Euro 3 version: ........... 34
4.3. Presentation and location of components for the Euro 4 version: ........... 36
4.4. EMS engine control unit................................................................................ 38
4.5. Principal functions of EMS 2: ....................................................................... 39
4.6. Pump injector:................................................................................................ 43
4.7. Operation of a pump injector:....................................................................... 44
4.8. Wiring diagrams Euro 3: ............................................................................... 50
4.9. Wiring diagrams Euro 4: ............................................................................... 53
4.10. Injection system sensors: ......................................................................... 56
4.11. EMS unit feeds and earths: ....................................................................... 59
4.12. Injection system actuators: ....................................................................... 60
5. DIAGNOSTIC...................................................................................................... 63
5.1. Fault codes..................................................................................................... 63

5.2. Programming ................................................................................................. 64
5.3. Parameters ..................................................................................................... 70
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GENERAL
1. GENERAL
1.1. Technical specifications of DXi 11 engine, Euro 3
330 hp 380 hp 440 hp
Maximum power at 1900 rpm 243 kW 280 kW 324 kW
Maximum torque at 1150 rpm 1 650 N.m 1 800 N.m 2000 N.m
Number of cylinders 6
Bore 123 mm
Stroke 152 mm
Capacity 10.84 L
Cylinder n°1 Side opposite engine flywheel
Idling speed 600 (–10/+50) rpm
Max. speed without load 2 200 rpm
Max. speed with load 2 200 rpm
Type of injection Pump injector with electronic

control
Type of timing Rear timing (engine flywheel

side)
Weight of engine with accessories 1115 kg
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GENERAL
1.2. Technical specifications of DXi 11 engine, Euro 4
1.3. 370 hp 410 hp 450 hp
Maximum power at 1900 rpm 270 kW 295 kW 331 kW
Maximum torque at 1150 rpm 1 735 N.m 1 900 N.m 2 140 N.m
Number of cylinders 6
Bore 123 mm
Stroke 152 mm
Capacity 10.84 L
Cylinder n°1 Side opposite engine flywheel
Idling speed 600 (–10/+50) rpm
Max. speed without load 2 200 rpm
Max. speed with load 2 200 rpm
Type of injection Pump injector with electronic

control
Type of timing Rear timing (engine flywheel

side)
Weight of engine with accessories 1115 kg
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GENERAL
Power curves, Euro 3 version
The DXi 11 engine is available with 3 power ratings: 330, 380 and 440 hp.
330 hp engine:
330 hp/243 KW engine

Maximum torque Maximum
1650 Nm at 1100 power 321 kW
to 1400 rpm at 1900 rpm
1600 280
Torque in Nm
1400 260
1200 240
Power in kW
1000 220
800 200
600 180
400 160
200 140
0 120
800 1000 1200 1400 1600 1800 2000 2200
Engine speed in rpm
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GENERAL
380 hp engine:

Maximum torque 1800 Maximum power 279 kW
N.m at 1000 to 1400 at 1800 to 1900 rpm
rpm
1800 300
1600 Torque in 280

Nm
1400 260
1200 240
1000 220
800 200
600 Power 180

in kW
400 160
200 140
0 120
800 1000 1200 1400 1600 1800 2000 2200
Engine speed in rpm
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GENERAL
440 hp engine:

Maximum torque 2000 Maximum power 321 kW
Nm at 1100 to 1400 rpm at 1900 rpm
2000 320
Torque in
1800 Nm 300
1600 280
1400 260
1200 240
1000 220
Power
800 in kW 200
600 180
400 160
200 140
800 1000 1200 1400 1600 1800 2000 2200
Engine speed in rpm
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GENERAL
1.4. Power curves, Euro 4 version
The DXi 11 engine is available with 3 power ratings: 370. 410 and 450 hp.
370 hp engine:

Maximum torque
1735 Nm at 1000 to Maximum power 270
1400 rpm kW at 1900 rpm
2000 280
Power in kW
1800 Torque in N.m 260
1600 240
1400 220
1200 200
1000 180
800 160
600 140
400 120
200 100
800 1000 1200 1400 1600 1800 2000 2200
Engine speed in rpm
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GENERAL
410 hp engine:
410 hp/ 295 KW engine

Maximum torque 1900 Maximum power 295kW
Nm at 1000 to 1400 rpm at 1900 rpm
2000 320
Power in kW
Torque in N.m
1800 300
1600 280
1400 260
1200 240
1000 220
800 200
600 180
400 160
200 140
800 1000 1200 1400 1600 1800 2000 2200
Engine speed in rpm
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GENERAL
450 hp engine:
Maximum torque 2140 Maximum power 331kW at

Nm at 1100 to 1300 rpm 1900 rpm
2200 Power in kW 340
Torque in N.m
2000 320
1800 300
1600 280
1400 260
1200 240
1000 220
800 200
600 180
400 160
200 140
800 1000 1200 1400 1600 1800 2000 2200
Engine speed in rpm
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MECHANICS
2. MECHANICS
2.1. Engine bottom part:
Engine block:
The engine block of the

DXi 11 Euro 3 engine is
completely new among
the RENAULT Trucks
engine range.
In the Euro 4 version, the

engine block is reinforced
because of the increase in
the maximum power ratings
and torques available.
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MECHANICS
Oil sump:
The oil sump was designed

using composite materials.
It is secured by 18 spring
screws for better vibration
resistance.
Specific feature for Euro 4 versions:
The DXi 11 fitted on Kerax has a

different sump which is reinforced. The
oil quantities are:
- Min.: 25.5 L
- Max.: 30.5 L
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MECHANICS
CCCV:
The recycling of the engine oil vapours (Closed CrankCase Ventilation) is a special
feature of the Euro 4 engine.
The principle of this system is the separation of the oil vapours. The oil recovered in
this way is sent back to the oil sump, while the oil vapours are sent to the intake
manifold.
Cylinder head cover Oil feed to drive

ventilation. turbine.
Oil vapours
exiting to intake
manifold.
CCCV
It is available as an option and is recommended for applications requiring frequent

stops. (Distribution range)
Maintenance-free system.
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MECHANICS
Description:
Gas from cylinder

head cover
Gas outlet (cleaned

gas)
Discs
Axis of rotation Pressure regulator
Separated
oil flow
Oil inlet for turbine
drive
Turbine drive
Oil return (after
separation) towards
sump
Control valve
CCCV casing
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MECHANICS
2.2. Engine top part:
Rocker cover:
Like the oil sump, the rocker cover was designed using composite materials.
It is secured by spring screws for better vibration resistance.
Cylinder head:
The cylinder head is the beam type and it has 4 valves per cylinder.
The camshaft bearings are offset. It has a single pipe for fuel delivery and the pump-
injector return.
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MECHANICS
Intake:
New on Euro 4:
The DXi11 Euro 4 engines are fitted with a discharge valve controlled by the EMS via
a solenoid valve
Exhaust brake
solenoid valve.
Discharge
valve solenoid
valve.
Here we see that the discharge valve control solenoid valve is contained in the
solenoid valve holder on the exhaust brake.
Discharge
Euro 4 valve.
turbo charger
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MECHANICS
Camshaft:
This is an overhead camshaft (in the cylinder head) and it has 18 cams.
Offset camshaft
bearings
Pump-injector:
Overhead positioned in
camshaft central part of
valves
Rocker arms:
The rocker arm assembly is monobloc and integrates the oil feed for lubricating the
rocker arms and the OPTIBRAKE engine brake control.
Rocker arm assembly with OPTIBRAKE:
OPTIBRAKE control solenoid valve
Exhaust valve
Intake valve
The exhaust rockers integrate the OPTIBRAKE system and their clearance is
adjusted to markings "V1, V2, V3…V6" on the camshaft, while the intake rocker
clearance and the injector timing on the same cylinder are adjusted on markings "1,
2, 3…6".
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MECHANICS
Rocker arm assembly without OPTIBRAKE:
Oil flow housing
Note: If the vehicle is not fitted with OPTIBRAKE, the solenoid valve is replaced by a
housing allowing the oil to flow continuously in order to enable the lubrication of the
rocker arm assembly.
The exhaust rockers are conventional and their clearance is adjusted to the markings
"1, 2, 3…6" on the camshaft, at the same time as the intake rocker and the injector
timing on the same cylinder.
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MECHANICS
Intake air pre-heating block:
Located by the intake manifold inlet, this is composed of heated resistors (present
only as an option).
Its role is to reheat the air that penetrates into the combustion chambers. If not fitted,
it is replaced by a single spacer.
Preheating
unit
Spacer
2.3. Moving parts:
Wet type removable liner.

2 coolant seals (colour
black).
1 oil seal (colour violet).
Diameter of crankshaft
bearings: 108 mm.
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MECHANICS
Connecting rods:
The connecting rods are the

fracture-split type.
The connecting rod and its
cap are paired and identified
with a three-digit number.
2.4. Timing:
Timing gears:
The timing gear cascade is on the engine flywheel side.

The engine is timed by aligning the marks A/B and C/D.
Camshaft
B Power take-off
(For distribution and
construction vehicles only)
Adjustable counter
gear
Air
compressor
Inner/outer
Counter gear counter gear
Steering
pump and
fuel feed Crankshaft
pump
Oil pump
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MECHANICS
Engine flywheel and timing housing
The timing housing is composed of two parts: the camshaft gear housing and the
engine flywheel housing.
The sealing between these two elements is provided by a special seal.
Pump-injector Camshaft gear

harness bulkhead housing
connector Timing plate Engine flywheel
housing
The engine
flywheel housing
has been
reinforced on the
Euro 4 version
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MECHANICS
Engine flywheel:
The sensor ring for the speed sensor and

engine flywheel position sensor has 54
teeth, including three double teeth.
The double teeth are used to mark the
cylinder TDC.
2.5. Lubrication:
The DXi 11 engine is lubricated by means of a gear-type pump.
Oil pressure:
Main oil distributor

Engine speed (rpm) Temperature (°C) Pressure (bar)
600 100 2
> 1100 100 2.5 to 6
Rocker arm assembly

Pressure (bar)
Engine speed (rpm) Temperature (°C) OPTIBRAKE OPTIBRAKE
activated deactivated
600 100 1.7 to 2 1.2
> 1100 100 3.4 to 3.5 1.2
NOTE: to check the oil pressure with a pressure gauge, refer to repair manual
20107.
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MECHANICS
Oil sump:
New casing made of composite materials.
Capacity dry: 36 litres

Capacity with filters: 35 litres
Oil gauge well and built-in oil level /

temperature sensor.
Oil pump:
Plate-type Gear pump

cooler
New oil
nozzles
To oil filters
Relief valve
(8.8 Bars)
Aspiration
strainer
Bracing
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MECHANICS
Oil filter holder:

Turbo-compressor oil return
To plate-type cooler
To turbo-compressor
Return from plate-type

cooler
Turbo filter
Oil pressure sensor
and pressure tap
Main oil distributor filters
Valves:
Turbo filter
by-pass valve
Piston cooling
pressure regulation
valve
Oil cooling
by-pass valve
Pressure
regulation valve
Piston cooling
opening valve
Main filters
by-pass valve
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MECHANICS
Oil communication manifold:
Return from heat Feed to main Heat exchanger outlet

exchanger distributor
Feed to oil nozzle

manifold
Return to oil sump

Filter head inlet (oil
pump outlet)
Role of valves:
Opening / closing
Name of valve Function
conditions
Allows rapid lubrication of the Pressure differential
Turbo filter by-pass « sensitive » mechanical between filter inlet and
valve (bearings, turbo…) in the outlet:
engine starting phase. ΔP < 1.2 bars.
Main filters by-pass
Ditto Ditto
valve
Pressure differential
Allows the oil heat exchanger
Oil cooling by-pass between exchanger inlet
to be short circuited during
valve and outlet:
cold start phases.
ΔP < 2.8 bars.
Pressure regulation Limits the pressure in the Regulation pressure:
valve engine oil circuit. 5 bars < P < 6 bars
Allows the feed to the oil
nozzle distributor to be cut off
Piston cooling Opening pressure:
during operation at low speed
opening valve 2.5 bars < P < 3 bars
in order to give priority to the
main lubrication circuits.
Piston cooling Limits the pressure in the oil Regulation pressure:
regulation valve nozzle circuit. P = 2.5 bars.
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MECHANICS
Schematic diagram of filter holder:
Filter head inlet LDR / OIL EXCHANGER Distributor

(pump outlet) outlet
Oil Main oil

housing distributor
turbo Regulation Jet manifold

valve pressure
regulation
“By-pass” filter
valve Cell
Jet manifold
On/Off valve
“By-pass” filter “Full-flow” filter
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MECHANICS
2.6. Cooling:
Water box + Water

temperature sensor + Thermostat
External water box

(vehicle with Intarder)
Water pump
driven by drive belt
Cooling circuit capacity:
Cooling circuit + ZF Cooling circuit + VOITH

Cooling circuit only
INTARDER retarder retarder
33.5 litres 51 litres 46.5 litres
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FUEL FEED CIRCUIT
3. FUEL FEED CIRCUIT
3.1. Details of fuel feed circuit:
Low pressure circuit, aspiration side:
Fuel from the tank crosses the control unit cooler (1) and is then sent to the water
decanter filter (2) then to the feed pump (3).
Low pressure circuit, discharge side:
The fuel is then discharged to the main filter (4) which it exits to go to the cylinder
head block and the internal pump-injector feed circuit (5).
Fuel return circuit:
Fuel return goes by the front of cylinder head via a residual pressure valve (6) that
regulates the pressure in the feed circuit. The fuel return either goes to the tank, or is
re-used to feed the internal cylinder head block circuit.
6 Tank inlet
Tank return
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FUEL FEED CIRCUIT
Hydraulic diagram:
Residual pressure valve
De-aeration
Bleed valve
Feed pump
Decanter
pre-filter
Cooler
Priming pump Tank
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FUEL FEED CIRCUIT
3.2. 2. Fuel filter holder:
To prime the fuel feed circuit, the filter holder now has a built-in manual pump.
Two nonreturn valves are used in order to avoid unpriming the fuel feed circuit when
removing fuel filter or water decanter filter.
Fuel pressure sensor

Priming pump
Nonreturn valve
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FUEL FEED CIRCUIT
3.3. 3. Checking the feed pressure:
It is possible to check the pressure of the fuel (low pressure) using either DIAG NG3,
or a pressure gauge.
For further details, refer to repair manual 20107.
Pressure gauge check (before filter):
It is possible to connect a
pressure gauge in parallel on
the fuel filter feed connection,
using special connections
0124 and 7116.
Fuel pressures:
Engine speed (rpm) Pressure (bar)
600 ≥ 1.8
≥ 1200 ≥3
Full load 5 < P < 5.5
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ELECTRONIC MANAGEMENT
4. ELECTRONIC MANAGEMENT
4.1. Presentation of system:
The DXi 11 engine injection system has been adjusted in order to meet the EURO 3
standard phase 1.
As on the DXi 12 engine, the injection system brings together in a single component
the high pressure pump and the system injector; this unique component is the pump
injector.
The pump injector is placed directly on the cylinder head and is controlled by an
overhead camshaft. Compared to the DCI and EUP injection systems, the pump
injector considerably reduces the overall dimensions of the injection components
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4.2. Presentation and location of components for the Euro 3 version:

LH view of DXi 11 engine, Euro 3 version.
Engine housing
pressure sensor
Air pressure and

Engine stop temperature sensor
Control unit
(EMS 2)
Fuel low pressure

sensor
Water present sensor Oil level and temperature

Fuel reheater sensor
Bleed solenoid valve
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RH view of DXi 11 engine, Euro 3 version.
Pump injectors
Camshaft
speed sensor
Crankshaft
speed sensor
Water temperature
sensor
Oil pressure
sensor
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4.3. Presentation and location of components for the Euro 4 version:
LH view of DXi 11 engine, Euro 4 version.
Engine housing
pressure sensor
Engine stop
Air pressure and

temperature sensor
CCV
Control unit
(EMS 2)
Fuel low pressure

sensor
Water present sensor

Fuel reheater Oil level and temperature
Bleed solenoid valve sensor
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RH view of DXi 11 engine, Euro 3 version.
Pump injectors
Camshaft
speed sensor
Crankshaft speed
sensor
Water temperature
sensor
Oil pressure
sensor
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4.4. EMS engine control unit
EMS: Engine Monitoring System
The control unit is located on the left-hand side of the engine block.
A cooler using the fuel circulation is fixed onto it in order to avoid the electronic
components overheating.
Connectors
Cooler
EMS 2
The power supply to the EMS 2 is provided by the VECU (via the Power Relay and in
parallel with the tachograph and the BBM) and is set with a time-delay at shut down
(10 seconds) in order to enable the engine DATAMAX to be backed up.
The EMS 2 is integrated into the vehicle’s electronic architecture and it

communicates with the other ECUs through CAN BUS J 1939/1 or the J 1587
COMFORT BUS (in limp-home mode).
NOTE:
After changing the EMS 2, it is essential to perform programming with DIAG NG3.
Without this, the immobiliser code will be unknown and it will be impossible to start
the vehicle.
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4.5. Principal functions of EMS 2:
The EMS 2 manages the parameters it receives from the different sensors and
consequently adapts the operation of the injection system (injection advance,
injection pressure, fuel flow injected, fan speed, starter protection…).
Operation overview:
Sensors
Fan speed sensor

Camshaft sensor
Engine speed sensor Actuators
Water temperature sensor EMS 2
Oil temperature sensor
Air temperature sensor Injectors
Housing pressure sensor Fan solenoid valve
Intake pressure sensor OPTIBRAKE solenoid valve
Oil pressure sensor Water bleed solenoid valve
Accelerator pedal contact Starter relay
Fuel low pressure sensor Air preheating relay
Internal atmospheric Air preheating block
Engine stop contactor
pressure sensor
Oil level sensor
Water level sensor
Active air heating information
• Starter motor protection:
The starter motor is controlled by the EMS 2. This provides protection functions for
the starter motor in the event of incorrect use and the possibility of starting the engine
remotely using the BBM in protected mode.
The "electronic starter" function has an operating logic to avoid the starter motor
overheating and thus avoid causing damage to it.
¾ The starter motor can drive the engine for 10 seconds followed by a break of 3
seconds. The pictogram and a text are displayed during these 3 seconds.
¾ This cycle can be repeated 4 times in succession, releasing the key from the
contact position each time.
¾ After these 4 cycles, the starter motor goes into thermal protection mode. The
pictogram, a text and a countdown are displayed.
¾ As soon as all this information disappears from the display, it is possible to try
another 2 cycles, then the starter motor goes into thermal protection again.
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Condition for starter motor non operation:
- Immobiliser active
- Engine running
- Reading and verification of VIN in APM, VECU and EMS
- Gearbox ratio engaged
- Starter motor overheating (calculated according to activation time)
- Faulty camshaft and engine flywheel sensor
Emergency mode:
There is an emergency mode that can be used to activate the starter motor manually
(3 contacts made in less than 2.5 s). The starter motor is active for as long as the key
is in the starter position and the engine has not started.
The emergency mode is inactive if the immobiliser is active or if there is an error
present in the VIN check.
NOTE: Emergency mode must be used for compression tests.
• Warm Hold:
This function enables a rapid rise in engine temperature by activating the exhaust
brake (30%) with the engine at idle.
WarmUp mode activation condition:
- Ambient air T° < 5°c

- Vehicle speed zero
- Accelerator pedal up
Deactivation condition:
Coolant temperature: T° > 70°c
Re-activation condition:
Coolant temperature: T° < 50°c
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• Water drainage :
This function is used to drain the water present in the fuel circuit decanter.
The drainage is by gravitation (no electric pump) and the electric control of the bleed
solenoid valve.
Activation conditions:
- Vehicle at rest and parking brake engaged,

- Engine at rest,
- Water present in fuel light illuminated (1),
- Press the water drainage switch (2).
1 2
Activation time for bleed solenoid valve: 15 seconds.
NOTE: the solenoid valve control cannot be operated for 6 minutes between 2
manual activations (via switch or DIAG DXi)
• Speed limiter:
This function is now provided by the EMS.

The vehicle speed is received by the VECU (via CAN BUS J 1939-2/3) and
transmitted to the EMS (via CAN BUS J 1939-1). This compares the parameter-
configured limitation speed and the vehicle speed in order to manage engine
acceleration cut-off.
NOTE: For under-limitation requests or for reading limitation values, use DIAG NG3.
Hall-effect
speed sensor
Vehicle speed
Vehicle limitation
set point
Engine
management
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• Cruise control:
Like speed limitation, this function is now provided by the EMS.

The control switches for the CRUISE CONTROL are connected to the VECU. The
vehicle speed is received by the VECU (via CAN BUS J 1939-2/3).
The driver’s speed set point is transmitted to the EMS by the VECU (via CAN BUS J
1939/1). The EMS then manages the acceleration and deceleration of the engine in
order to maintain the speed set point.
Activation conditions:
- Vehicle speed greater than 30 km/h,

- “ON/OFF” switch (1) positioned on ON,
- Press "S-" (2) to record the current speed.
Partial deactivation conditions:
- Depress the brake pedal,

- Use the retarder lever.
Re-activation condition: press "R+" (2).
Total deactivation condition: “ON/OFF” switch (1) positioned on OFF.
1 2
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4.6. Pump injector:
The pump injector is a DELPHI type E3 ; it is arranged vertically, at the centre of the
cylinder, between the four valves.
It is made up of three principal parts.
A. Pump,
B. Actuator,
C. Injector.
The injector is held in place in the cylinder

head by means of a clip in the shape of a fork
(1) and the lower part is separated from the
cooling circuit by a copper bush (2) and an O
ring (3).
The gallery (4) around each injector is filled

with fuel and sealing is by means of two O
rings (5 and 6).
On manufacture and after going to the test

bench, each pump injector receives a
calibration code. The calibration codes of the
six injectors are recorded in the EMS, thus
enabling us to obtain an exact quantity of fuel
and the same injection timing on each engine.
Among other benefits, this feature guarantees
that gas emission levels will be respected. 1
Near the injector connector are three sets of
codes. These are the reference (1), the 3
balancing code (2) and the fabrication number
(3).
2
NOTE:
If replacing one or more injectors, the EMS should be programmed with the new
injector code (the "calibration code ").
Use DIAG NG3 to program this code.
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4.7. Operation of a pump injector:
The pump injector is driven by the engine camshaft via a rocker arm. An E3 pump-
injector is the association of a unitary pump and an electrically-controlled injector.
Composition of a pump-injector:
Pump element
piston
Pump element
body
Pressure solenoid
valve (SV)
Body of solenoid
valves
Injection control
solenoid valve (NCV)
Injector control piston

chamber
Injector control piston
Injector
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Filling phase:
Hydraulic diagram:
SV
The pressure solenoid valve (SV)
and injection control solenoid valve
(NCV) are not energised, normally
open.
The pump piston moves up under the

effort of the return spring; the fuel
then circulates from the pump
element to the injector.
NCV
The injector is closed.
Schematic diagram:
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Pressure rise phase:
Hydraulic diagram:
The pressure solenoid valve (SV) is

operated by the EMS and closes; the
SV
injection control solenoid valve (NCV)
is not energised, normally open.
Driven by the camshaft, the pump

piston moves down and compresses
the fuel.
NCV
The pressure at the tip of the injector
increases.
The injector stays closed.
Schematic diagram:
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Injection phase:
Hydraulic diagram: The pressure solenoid valve (SV) and

injection control solenoid valve (NCV)
are operated by the EMS.
SV The pressure solenoid valve (SV) is

closed.
The injection control solenoid valve

(NCV) is in the exhaust position. The
pressure drops suddenly in the
injector control piston chamber,
NCV causing the piston to rise and
consequently lifting the injector.
NOTE: the duration of injection

depends on the control time of the
injection control solenoid valve
(NCV).
Schematic diagram:
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Illustration of an injection phase:
Pump piston movement
Injection pressure
Injector lift
Solenoid valve SV
Solenoid valve NCV
NOTE: a pre-injection phase is used at idle in order to reduce noise emissions from
the DXi11 engine.
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Injector control measured using oscilloscope:
A. At idle:
B. In regulation:
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4.8. Wiring diagrams Euro 3:
Diagram 1/2:
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Diagram 2/2:
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Key to diagram 1/2:
B105 Engine stop control

C019 Boost air temperature and pressure sensor assembly
C020 Boost air temperature sensor
C021 Boost air pressure sensor
C022 Engine oil level sensor
C024 Engine oil pressure and temperature sensor assembly
C067 Engine speed sensor on engine flywheel
C068 Engine speed sensor on camshaft
C084 Engine oil temperature sensor
C096 Speed range selector pressure sensor
C133 Engine cooling fan speed sensor
G002 Engine management control unit
V101 Injector solenoid valve, cylinder number 1
V109 Engine cooling fan speed regulation solenoid valve
Z003 Engine fan regulator assembly
Key to diagram 2/2:
C023 Engine oil pressure sensor

C048 Engine cooling circuit temperature sensor
C088 Engine coolant level sensor
C109 Water present in fuel sensor
C132 Engine booster pressure sensor
C150 Engine block interior pressure sensor
N001 Fuel reheater resistor N°2
N004 Air preheating resistor
S501 Air preheating relay
V021 OPTIBRAKE engine brake solenoid valve
V023 Exhaust brake solenoid valve
V052 Splitter solenoid valve
V053 Rail relay control solenoid valve
V054 Rail relay and range splitter control assembly
V108 Air dryer bleed solenoid valve
Z001 Fuel reheating assembly
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4.9. Wiring diagrams Euro 4:
Diagram 1/2:
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Diagram 2/2:
New !
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B105 Engine stop control

C019 Boost air temperature and pressure sensor assembly
C020 Boost air temperature sensor
C021 Boost air pressure sensor
C022 Engine oil level sensor
C024 Engine oil pressure and temperature sensor assembly
C067 Engine speed sensor on engine flywheel
C068 Engine speed sensor on camshaft
C084 Engine oil temperature sensor
C096 Speed range selector pressure sensor
C133 Engine cooling fan speed sensor
V106 Solenoid valve, injector cylinder number 6
V109 Engine cooling fan speed regulation solenoid valve
Z003 Engine fan regulator assembly
Key to diagram 2/2:
C023 Engine oil pressure sensor

C048 Engine cooling circuit temperature sensor
C088 Engine coolant level sensor
C109 Water present in fuel sensor
C132 Engine booster pressure sensor
C150 Engine block interior pressure sensor
N001 Fuel reheater resistor N°2
N004 Air preheating resistor
S501 Air preheating relay
V021 OPTIBRAKE engine brake solenoid valve
V023 Exhaust brake solenoid valve + turbocharger discharge valve solenoid valve
V052 Splitter solenoid valve
V053 Rail relay control solenoid valve
V054 Rail relay and range splitter control assembly
V108 Air dryer bleed solenoid valve
Z001 Fuel reheating assembly
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4.10. Injection system sensors:
The sensors can share power supplies. A faulty sensor or power supply can cause several failures simultaneously.
Sensors Type Role / Operation Diagram Control values

1: Power supply 5.00 V
Casing gas Alerts the driver in the event 2: Output signal (3.00 at
pressure sensor Piezoresistive of a mechanical engine atmospheric pressure 110
(C150) failure. Kpa)
4:ECU earth
Driver alert in the event of 1: Power supply 5.00v

Oil pressure inadequate oil pressure. No 2: Output signal (3.06V at
Piezoresistive
sensor (C023) oil pressure gauge on idle, Oil P =434 KPa)
dashboard. 4:ECU earth
Use Diag DXi

Monitors fan speed. In the
Hall effect event of a fault the fan is 5: Power supply 5 V
Fan speed sensor
sensor engaged. 2: ECU earth
3: Square signal
(0=>5V=>ect.)
Sensors know the engine Resistance check:
speed and the position of the 0.9 < R < 1 Kohms
crankshaft in order to adapt voltage check under starter:
Camshaft (C068)
injection advance or know the
and engine Inductive U AAC ≈ 0.4V AC
firing order.
flywheel (C067) U crankshaft ≈ 2,35V AC
sensors Airgap E check:
Can start with a single - AAC: 0.65 < E < 1.35mm
sensor. - Crankshaft: 1 < E < 2mm
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Driver alert when there is

1:Power supply 5 V
inadequate pressure in the
2:Pressure signal
Fuel pressure fuel low pressure circuit. As
Piezo 4: ECU earth
sensor (C132) soon as a pressure failure is
detected, the driver is
Use Diag DXi for full check.
alerted.
Driver alert when there is
water present in the fuel.
Water present
Electrodes Enables authorisation to Use Diag DXi for full check.
sensor (C109)
bleed the water.
Resistances (at 20°C):

• 1.3 < R < 1.5 kΩ
Oil temperature Hot wire and Alert and maintenance
• R12 = 12.5 Ω (sensor
and level sensor variable calculation function.
removed)
(C024) resistance
Output voltage (at 20°C):
U34 = 2.6 V
Enables injection to be Resistances:
stopped by pressing the
STOP button fitted on the • Contact closed:
Engine stop (B105) Contactor engine. This contact cannot R ≈ 0.8 Ω
prevent starting and cannot • Contact open:
shut down the engine when R = Opened Line (OL)
the vehicle is running.
Piezo Enables fuel flow to be
Atmospheric
integrated corrected depending on Use Diag DXi for full check. Atmospheric pressure
pressure
into ECU altitude. Can cause smoke.
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Engine temperature
Resistance (at 20°C):
display and alert
• 1.8 < R34 < 2
Coolant temperature Variable resistance function and
kΩ
adaptation of injection
advance.
Resistors:
Tells the EMS2 the
Speed range
position of the low • Contact closed:
selection sensor Pressure switch
range relay R = 0.8 Ω
(C096)
preselection switch. • Contact open:
R = Opened Line (OL)
Adapts flow and
injection advance. The Temperature
5V power supply is Resistance:
shared with the fan 1 < R < 1.5 kΩ
Air pressure (C021)
Piezo and variable sensor. This can
and air temperature
resistance cause the fan to be 1: ECU earth
(C020) sensor
engaged 2: Temperature signal
continuously ; an open 3: Power supply 5V
circuit could cause 4: Output signal
smoke at the exhaust.
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4.11. EMS unit feeds and earths :
Power supplies Role / Operation Diagram
The EMS power supply is

Positive provided through the power
relay operated by the VECU.
This relay also supplies the
power to some actuators.
The EMS earth is divided

Negative
over several channels.
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4.12. Injection system actuators:
The actuators controlled by the EMS are operated via the earth.
Type /
Actuators Role / Operation Diagram Control values
Location
Resistances:
Each injector has 2 control • R12 = 1.5 Ω

solenoid valves (SV and • R34 = 1.8 Ω
NCV).
Power supply voltages:
The solenoid valves are
controlled by an inrush • Inrush: U = 50 V
Solenoid
Injectors current of 9.5 A and 3.5 to 4.5 • Holding: U = 12 to
valve
A in the holding phase (50 V 24 V
then 12 to 24 V).
Control currents:
A cylinder test is available.
• Inrush: I = 9.5 A
• Holding: I = 3.5 to 4.5
A
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The solenoid valve built

Solenoid into the pre-filter enables
Water drain
valve under the draining of the water
(V108)
pre-filter detected by the water
present sensor.
Solenoid Enables fan speed

Fan control valve regulation. An open circuit
(V109) integrated engages the fan
into fan continuously.
Enables the activation of

the air preheating if the Use Diag DXi for full
Relay temperature is below check.
Air preheating located in 20°C. The power feed is
battery box monitored by the EMS by
means of a diagnostic
wire.
Relay
Enables the starter to be
Starter motor located near
checked by the EMS
starter motor
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Solenoid
valve Enables the modulation of
Retarder on
located on the air pressure for
exhaust (V021)
the engine opening/closing the flap on
and on valves Use Diag DXi for full
block on the the exhaust (see engine
(V023) check.
intake side section) or the activation of
or under the the compression brake on
cylinder the valves.
head cover
This resistor is not

controlled by the EMS, but
Heated
is activated by a thermal
Fuel reheater resistor
switch at below about 6°C.
(N001) located in
Attention: Do not leave
the pre-filter
switched on without fuel in
the pre-filter
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INFORMATION
5. DIAGNOSTIC
5.1. Fault codes
This test is used to view all active or inactive faults. See below for an explanation of
the fault types (FMI).
FMI type Designation (in accordance with SAE standard)

0 Data valid but above normal operational range.
1 Data valid but below normal operational range.
2 Data erratic, intermittent or incorrect.
3 Voltage above normal or shorted to high source.
4 Voltage below normal or shorted to low source or grounded circuit.
5 Current below normal or open circuit.
6 Current above normal or grounded circuit.
7 Mechanical system not responding properly.
8 Abnormal frequency, pulse width or period.
9 Abnormal update rate.
10 Abnormal rate of change (high).
11 Failure mode not identifiable.
12 Bad intelligent device or component.
13 Out of calibration.
14 Special instructions.
15 Reserved for future assignment.
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INFORMATION
5.2. Programming
In normal operation:
When programming, it is imperative to:
1. Connect DiagNG3 to the mains
2. Connect the VCI by cable to DiagNG3
3. The truck batteries must be correctly charged
This will avoid any communication failure that could damage the EMS unit.
Select menu "2-Engine with

suspension and equipment", line:
"MID 128 ECU, programming", then
click the arrow to go into
programming.
Click the "start" button to start programming.
There are two possibilities:

1. Replace the software only.
2. Replace the EMS unit.
In both cases, start programming with the old unit

connected to the harness.
(This is in order to retrieve the customer parameters)
REMINDER:
Customer parameters: Not stored on the server. (Modified
locally)
Vehicle parameters: Stored on the server. (Modified via the
network)
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INFORMATION
Before starting, validate the 7 preliminary conditions by ticking them.
1. To replace the software only: Do not switch off; click directly on OK.
2. To replace the EMS unit: Disconnect the old unit (Control module) and connect
the new unit. Switch back on and click OK.
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INFORMATION
The system asks for the static

password. (Obtained at the
"Diagnostic DXi" training course)
If the password is too old (more

than two months’ old) the system
will automatically ask you to
change it.
The system will retrieve the

software allocated to the chassis
number from the server via the
network.
Initially, the software will be
stored in DiagNG3.
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INFORMATION
At this stage, the software is

being written to the EMS unit.
Time required (indication): 20 to
40 minutes.
Parameterisation:
In the example above, the system did not retrieve
the customer parameters at the first stage.
They are therefore recorded in the new software
with their original values.
REMINDER:
Customer parameters: Not stored on the server.
(Modified locally)
Vehicle parameters: Stored on the server.
(Modified via the network)
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INFORMATION
The system offers to print a label. (See

example)
There must be a printer connected to
DiagNG3.
Reference for label paper: 9998574.
After being recorded on the work card,

the operation is finished.
The EMS unit is now programmed.
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INFORMATION
Intermediate storage mode

As with all the units connected to the J1587-1, the EMS software is available in
intermediate storage to allow programming onto a vehicle away from the facilities,
and that cannot be connected to the network.
Storage is a 3-stage process:

1: Downloading with facility to send back unused software files
2: Programming into the vehicle
3: Sending the report
The downloaded software will be stored temporarily on the DiagNG3 hard disc for a
maximum period of 28 days.
After 21 days an alert message will warn the user that a software file has not yet
been used.
The software concerned (same ECU, same vehicle) will be blocked and therefore
unavailable to another user throughout the time of the operation.
Each downloaded file can be used on the vehicle concerned, or sent back to the
central system if it is not used.
A used file should be the subject of a user report confirming that it has been
programmed into a vehicle.
NOTE: you can download up to 50 software files for one or more vehicles.
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INFORMATION
5.3. Parameters
A number of parameters can be customised. These

parameters are as follows:
• AIZ: consom. Carburant, pourcentage calib.

(Fuel consum. Calib. Percentage)
Used to modify the calculation and display of the consumption on the display unit in
order to correspond to the actual consumption.
• DX – DN: parameters not used by Renault Trucks
• AIS to AIX:
Calibration of injectors, value to be modified each time an injector is replaced. The
parameter value is found on the injector connector.
• AJ: RSL diff, activé/désactivé

(RSL diff, activated/deactivated)
Activates the function enabling a lower vehicle speed limitation if the gear engaged is
not the last gearbox ratio. To be used in combination with parameters 9G, 9H and
DV.
• 9G: RSL diff, démultip. rapport sup

(RSL diff, higher ratio reduc.)
Ratio (as %) between engine speed / gearbox output speed for the last gearbox
speed.
• 9H : RSL diff, démultip rapport sup suivant

(RSL diff, next higher ratio reduc.)
- Ratio (as %) between engine speed / gearbox output speed for the speed
immediately below the last speed.
- To go from the normal maximum vehicle speed to the speed informed by the
DV parameter, the EMS calculates the ratio: engine speed / gearbox output
speed = gear ratio and applies the following logic:
- -if gear ratio >= (9G+9H)/2 then the reduced limit vehicle speed is applied
(DV)
- -if gear ratio < (9G+9H)/2 then the normal limit vehicle speed is applied.
• DV: RSL diff, vit véhic max rapport sup suivant

(RSL diff, max veh. speed next higher ratio reduc.)
Maximum vehicle speed on all ratios except the last when the function is activated by
the AJ parameter.
• DP: vit véh max RSL proprio/client

(max veh speed proprietary/cust RSL)
Permanent under-limitation of vehicle speed.
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INFORMATION
REMEMBER! THIS DOCUMENT IS A TRAINING AID.
FOR INFORMATION ON SERVICE INTERVALS,

REPAIR PROCEDURES, CONTROL VALUES,
TIGHTENING TORQUES AND DIAGNOSTIC
PROCEDURES, PLEASE REFER TO THE AFTER
SALES DOCUMENTS (WORKSHOP MANUALS,
SERVICE HANDBOOKS, ASSEMBLY GUIDES,
TECHNICAL NOTES, ETC) FOR THE VEHICLES
CONCERNED.
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DXi 11 ENGINE

AND PUMP INJECTORS

Author of document: Guillaume DURAND

Training document without updates Refer to workshop manual

1.1. Technical specifications of DXi 11 engine, Euro 3........................................ 4

2.1. Engine bottom part:....................................................................................... 12

3. FUEL FEED CIRCUIT ......................................................................................... 29

3.1. Details of fuel feed circuit: ............................................................................ 29

4. ELECTRONIC MANAGEMENT .......................................................................... 33

4.1. Presentation of system: ................................................................................ 33

5.1. Fault codes..................................................................................................... 63

Training document without updates Refer to workshop manual

1.1. Technical specifications of DXi 11 engine, Euro 3

330 hp 380 hp 440 hp

Maximum power at 1900 rpm 243 kW 280 kW 324 kW

Cylinder n°1 Side opposite engine flywheel

Idling speed 600 (–10/+50) rpm

Max. speed without load 2 200 rpm

Max. speed with load 2 200 rpm

Type of injection Pump injector with electronic

Type of timing Rear timing (engine flywheel

Weight of engine with accessories 1115 kg

1.2. Technical specifications of DXi 11 engine, Euro 4

1.3. 370 hp 410 hp 450 hp

Maximum power at 1900 rpm 270 kW 295 kW 331 kW

Cylinder n°1 Side opposite engine flywheel

Idling speed 600 (–10/+50) rpm

Max. speed without load 2 200 rpm

Max. speed with load 2 200 rpm

Type of injection Pump injector with electronic

Type of timing Rear timing (engine flywheel

Weight of engine with accessories 1115 kg

330 hp/243 KW engine

Engine speed in rpm

380 hp/279 KW engine

1600 Torque in 280

600 Power 180

Engine speed in rpm

440 hp/321 KW engine

1.4. Power curves, Euro 4 version

370 hp/270 KW engine

1800 Torque in N.m 260

Engine speed in rpm

410 hp/ 295 KW engine

Engine speed in rpm

450 hp/331 KW engine

Maximum torque 2140 Maximum power 331kW at

2200 Power in kW 340

Engine speed in rpm

2.1. Engine bottom part:

The engine block of the

In the Euro 4 version, the

The oil sump was designed

Specific feature for Euro 4 versions:

The DXi 11 fitted on Kerax has a

Cylinder head cover Oil feed to drive

It is available as an option and is recommended for applications requiring frequent

Gas from cylinder

Gas outlet (cleaned

Axis of rotation Pressure regulator

2.2. Engine top part:

It is secured by spring screws for better vibration resistance.

Rocker arm assembly with OPTIBRAKE: