ECU Delphi 1.4 HDI Citroen C3 1.4 HDI 9654305580 1940VH

Description

Injection control unit DELPHI 1.4 HDI 66kw
It is from a CITROEN C3

Part description

This ECU (injection control unit) Delphi is for the 1.4 HDI (66 kW) diesel engine. It is a used original part from the Stellantis group (Citroën/Peugeot), searched primarily by production and catalog numbers. If you are troubleshooting an injection control or need to replace a damaged unit, correct code matching is key to trouble-free operation.

Technical information

• Manufacturer: DELPHI
• Model: Citroën C3 (listed in the documents)
• Other numbers: 1940VJ, NFP

Product codes

• Product codes: 9654305580, 1940VH

Labels / models (according to documents): Citroën C3, PEUGEOT 1007

Installation recommendations

With injection control units, in general, replacing the part itself is only part of the job — correct data matching and subsequent commissioning is essential. The exact procedure may vary depending on the specific car version and equipment.

1) Before assembly

• Compare the codes on the unit with the old part (especially 9654305580 and 1940VH) and check the DELPHI manufacturer match.
• Visually check the connectors (bent pins, cracks, leaks, damaged connector locking).
• Check the condition of the wiring and grounding in the area (a common cause of repeated problems even after replacing the unit).

2) Necessary tools and materials

• Basic set of hand tools (ratchet/bits, screwdrivers)
• ESD protection (recommended) and clean working environment
• Diagnostics for PSA (for initialization/telecoding as needed)
• Cleaning agent for electrical contacts (according to the condition of the connectors)

3) Step-by-step assembly procedure

1. Turn off the ignition and wait for the car to sleep (typically a few minutes).
2. Disconnect the battery (follow the manufacturer’s safety procedures).
3. Give access to the unit and carefully loosen the fastening (without prying into the body of the ECU).
4. Unlock the connectors and disconnect the connectors by pulling on the axis (not by the cables).
5. Remove the old unit and compare it with the replacement (codes, connectors, mounts).
6. If the connectors are dirty, clean them with a suitable product and let them air out.
7. Connect the connectors to the replacement unit and check for proper seating and locking.
8. Install the unit back into the bracket/storage and secure it in place.
9. Connect the battery.
10. Perform the diagnostic steps required for commissioning (see below) and subsequent function check.
• 4) Post-assembly checks and test drive/function verification
  • Verify that the car communicates correctly with the ECU via diagnostics and that there are no new faults caused by disconnection.
  • Check idle stability and throttle response (if applicable).
  • After the test drive, check the connectors and fixings again (vibration can reveal a lack of seating).

  5) The most common assembly mistakes + how to avoid them

  • Ignoring code matching → always compare unit and manufacturer numbers.
  • Connecting/disconnecting live connectors → always disconnect the battery and keep the car asleep.
  • Damage to the pins in the connector → disconnect in the axis, do not like, do not pull the cables.
  • Missing initialization/coding → take into account that the used ECU may not start up without modification.

  Assembly and Coding – Important
  – The unit is used and is “paired” with the original car (VIN/PIN/keys).
  – Commissioning options:
  1) Cloning data from the old drive (EEPROM/Flash) – after the clone, the drive is plug and play.
  2) Virginization and subsequent initialization/telecoding via DiagBox (possibly online) + customization of keys.
  – Recommended to be performed by a specialist with PSA service equipment (DiagBox/Lexia/PP2000).
  – Always disconnect the battery before disassembly/assembly and follow the manufacturer’s procedure to avoid damaging the unit.

  Reasons why the part is damaged

  • Overvoltage in the on-board network (weak battery, bad charging, inappropriate starting, jump connection).
  • Moisture and corrosion in the connectors or leakage into the wiring area.
  • Damaged cabling, bad grounding or transition resistors in the power supply.
  • Incompetent handling (disconnecting the connectors without disconnecting the battery, mechanical stress on the connectors).
  • Vibration and thermal stress leading to microcracks of solder joints.