The circuit diagrams are accessible from the main page on rave where you normally open 'Workshop manuals' don't open that - simply look down the list for 'electrical library' - below that is 'electrical circuit diagrams' - ALSO let me correct the description I gave above with regards to operation and which 'wire colour does what! - the GREEN BROWN IS GROUND VIA THE ECU - on PIN 32 of connector CO606 of the ECU !!!!
BLUE WHITE is 'sense' on pin 28 of connector CO606 of the ECU -
PLEASE NOTE THE ABOVE !!!!!!.
I would first like you to check the info you have posted in the above post of yours ?
Where exactly in rave did you read that ? - and - is that for the TD4 as it differs in colour codes and description from my data - considerably. ! - also, are you sure you
definitely got a TD4 sensor ? (No Worries as we can check - keep reading)
After looking at the data I have here. The system on the TD4 works like this -
Internal to the ECU is a potential divider, from the centre of the potential divider is a sensor wire (could also be considered a 'feed - but is not really that in the way we normally consider these things)
This is pin 28 on the centre connector block of the ecu (CO606) -(there are 5 connector blocks) and is 'slate and Blue' - effectively your white/blue
The Green Brown wire from pin 32 on the same ecu connector is a GROUND !.
What happens is this - the ecu provides - and reads - the voltage from it's internal potential divider.
In the EXTERNAL CTS, there is a negative temperature coefficient thermistor. (consider this a resistor) .
This is in parallel with the lower resistor in the potential divider inside the ECU
As the coolant temperature rises the resistance of the thermistor drops, as this is in parallel with the lower resistor in the potential divider, the voltage at the junction of the two resistors in the ECU potential divider changes. - hence the voltage sensed by the ecu changes.
SO, you should be getting 0 (zero) ohms from Green brown to ground with the multi-meter and - reading of 'X' volts at the Blue/white (slate) connector - X as as don't know the actual voltage from the potential divider. - (let us presume it is indeed 5 volts)
As the 'resistance' of the thermistor in the CTS decreases with rising temps. then the voltage X (let us presume 5V)) will drop as the temperature increases.
(let me know If you want the math)
So, according to the data - is you measure the green / brown terminal to body ground it should be 0.0 ohms.
Now, WITH THE MULTIMETER on VOLTAGE DC - If you measure the Blue / White to ground it should be - some sort of voltage - presume around 5 V. - this should be the same if you measure the voltage across the two terminal in the plug - blue white and green / brown.
Ok, let me know the results.
Now, put the multimeter back to OHMS range (K ohms here !), and measure the resistance in ohms
between the two terminals of the CTS (with the plug disconnected - note - the CTS terminals only in this case - with the plug disconnected - NOT the plug - the CTS itself ! - let me know the result. (also the approximate temperature of the coolant which is going to be around ambient of not run for a considerable time - or - about 80 / 85 degrees C (edit - originally I put F- doh) or so if run recently (you will have to guess that bit) - should be between 1 and 4K ohms depending on coolant temp)
It is now obvious that this CTS does not operate as a lot of them do. In most cases a constant voltage is fed to a terminal on the CTS, the CTS is then grounded through the engine block. The other terminal senses a variable signal back to the ECU. THIS - on the TD4 is not how it works - it is different - ! (as described above - it operates by applying a parallel resistance to the R2 of the potential divider
inside the ECU. - a failed lower resistor in the ECU (R" in the divider could account for the issue but we need to check other areas first.
Please do the above checks very carefully and again, let me know the results.
reminder - When checking the resistance across the CTS sensor with the plug disconnected - the meter should be on Kohm range. (unless of course your meter is auto ranging) - also make sure you are reading the correct RANGE on the multi meter. for example - not 1 ohm - but possibly 1K ohm - the meter will tell you.
Joe