1995 RENAULT MEGANE SCENIC check engine

CHECKING
After 15 minutes warming up with a voltage of13.5 volts.
STARTING - CHARGING
Alternator
16
IDENTIFICATION
ENGINE ALTERNATOR CURRENT
F3R
F8QValéo A 11 VI - 59
Valéo A 13 VI 4575 A
110 A
F3R CA
F8Q CAValéo A 13 VI - 57 110 A
K7MValéo A 11 VI - 61
Valéo A 13 VI 10575 A
110 A
E7J
Valéo A 13 VI 104
Valéo A 13 VI 10580 A
110 A
engine rpm 75 apms 80 apms 110 apms
1000
2000
3000
400046
68
71
7254
75
80
8257
94
105
108
16-1

STARTING - CHARGING
Alternator
16
OPERATION - FAULT FINDING
These vehicles are fitted with alternators with in-
ternal ventilation, an integral regulator and a
warning light on the instrument panel which ope-
rates as follows :
- when the ignition is turned on, the warning
light illuminates,
- when the engine starts, the warning light ex-
tinguishes,
- if the warning light illuminates again when
the engine is running, there is a "charging"
fault.
LOOKING FOR FAULTS
The warning light does not illuminate when the
ignition is turned on.
Check:
- the electrical connections are correct,
- the bulb is not blown (to do this, earth the cir-
cuit; the bulb should illuminate).
The warning light illuminates when the engine is
running
There is a charging fault which could be due to:
- the alternator drive belt being broken or the
charging cable being cut,
- internal damage to the alternator (rotor, sta-
tor, diodes or brushes),
- regulator fault,
- an excess voltage.The customer complains of a charging fault and
the warning light operates correctly.
If the regulated voltage is less than 13.5 V, check
the alternator. The fault could be caused by:
- a destroyed diode,
- a cut phase,
- track contamination or wear.
Checking the voltage
Connect a voltmeter across the battery terminals
and read the battery voltage.
Start the engine and increase the engine speed
until the voltmeter needle stabilises at the
regulated voltage.
This voltage should be between 13.5 V and 14.8 V.
Connect as many consumers as possible, the
regulated voltage should remains between 13.5 V
and 14.8 V.
IMPORTANT: if arc welding is carried out on the
vehicle, the battery and the regulator must be
disconnected.
16-2

STARTING - CHARGING
Alternator
16
OPTIMA 5800 diagnostic station
CHECKING THE CHARGING CIRCUIT USING THE DIAGNOSTIC STATION
The OPTIMA 5800 diagnostic station is used to test the alternator by measuring the voltage and current flow,
with and without electrical consumers.
NOTE : the ampermetric clamp on the station is of the inductive type (measuring range : 0 to 1000 A). It may
be positioned without disconnecting the battery, whichallows computers to retain their memory and set-
tings.
Depending on the engine, the ampermetric clamp may be positioned in different locations (the diagnostic
station will detect incorrect positioning) :
- F3R, F8Q engines : directly at the alternator output, the arrow on the clamp pointing towards the alterna-
tor.
- E7J, K7M engines : on the cable connecting the positive battery terminal to the alternator (this cable
crosses the battery compartment partition).
Measurements are made in three stages:
- measurement of battery voltage, ignition off,
- measurement with no consumers of the regulated voltage and current flow,
- measurement with the maximum number of consumers of the regulated voltage and current flow.
At the end of the test, the values noted will form the basis of a diagnostic report message:
- Battery voltage no load < 12.3 V = battery discharged.
Without consumers:
- Regulated voltage > 14.8 V = > regulator faulty,
- (Regulated voltage no load < 13.2 V) or (charging current < 2 A = > charging fault).
With consumers:
- Regulated voltage > 14.8 V = > regulator faulty,
- Regulated voltage < 12.7 V = > check the alternator flow with reference to its specifications:
Engine E7J K7M F3R F8Q
Without air conditioning 75 (45) 75 (50) 75 (50) 75 (50)
With air conditioning / 110 (80) 110 (80) 110 (80)
Notes for the table: - Current values in Amps.
- The value in brackets corresponds to the minimum flow which should be
supplied by the alternator when all consumers are connected.
FAULT FINDING
SPECIAL TOOLING REQUIRED
16-7

STARTING - CHARGING
Alternator
16
If the measured flow is too low, check:
- if the alternator is worn (brushes....),
- the battery connections,
- the engine earth strap,
- the conformity of the alternator,
- the belt tension.
If the flow measured is correct and the regulated voltage is too low, the alternator is not at fault.
The fault is caused by :
- the vehicle having too many consumers or,
- the battery being discharged.
FAULT FINDING (cont)
16-8

STARTING - CHARGING
Starter motor
16
VEHICLE ENGINE STARTER
BA0E
E7JVALÉO D 6 R A 133
MITSUBICHI M 002 T 48381
BA0F - BA0L
K7MVALÉO D 6 R A 133
BA0G
F3RVALÉO D 6 R A 133
BOSCH 0001107047
BA0G - BA0AF8QBOSCH 000 1110114BOSCH B 001115006
REMOVAL
There are no special notes for removing and refit-
ting the starter.
Check the centring dowel (B) is present, which
should be located in the position shown on the ta-
ble.
86070R1
Engine Location of dowel
E 7 J / K 7 M Y
F 3 R
F 8 QZ
16-9

STARTING - CHARGING
Starter motor
16
OPTIMA 5800 diagnostic station
CHECKING THE STARTER USING THE DIAGNOSTIC STATION
The starter may be tested using the OPTIMA 5800 diagnostic station, by measuring the battery voltage and
the current used during the starting phase. The following operating faults may be detected:
- battery fault (voltage drops when the starter is activated),
- starter jammed (the current used is too high),
- starter fault (the current used is too low).
To carry out the test the vehicle must be prevented from starting:
- E7J, K7M engines : disconnect the engine speed sensor (on the clutch bellhousing),
- F3R engines : disconnect the engine speed sensor (on the gearbox),
- F8Q engines : disconnect the fuel shut off on the pump and insulate the terminal.
NOTE :
- an open circuit on the engine speed sensor or the ignition creates a fault which is memorised in the injec-
tion computer. Erase this fault using the XR25 (see injection section),
- if the vehicle is fitted with an immobiliser, just lock the doors using the PLIP.
FAULT FINDING
SPECIAL TOOLING REQUIRED
16-10

INJECTION
Special notes on sequential injection
17
F3R engine
1.REMOVING THE CYLINDER REFERENCE
SENSOR
Disconnect the sensor
Remove:
- the cylinder reference sensor (A) (one bolt),
- the cover (B) (three bolts).
Target (C) is secured on the end of the camshaft
by a spring ring.
To release the target from the camshaft:
• Rest a copper hammer behind the target.
• Use a mallet to tap the hammer gently.
• Remove the target (C) and the plastic
protective cover (D).
IMPORTANT : the order of operations described
below MUST be observed. Not following the
method could cause incorrect operation and / or
damage to the sensor.
2.REFITTING THE CYLINDER REFERENCE SENSOR
Refit :
- the sensor to the cover, push it upwards and
tighten to a torque of 0.15 daN.m,
- the protective plastic cover,
- the target (this has a foolproofing device.
Check its position before fitting to the end of
the camshaft),
- the cover with the sensor. Tighten the three
cover bolts to a torque of 1 daN.m.3.
ADJUSTING THE SENSOR / TARGET GAP
Slacken the bolt mounting the sensor without
touching the sensor then retighten it to a torque
of 0.8 daN.m.
By slackening the bolt the sensor is released. A
spring in the cover pushes the sensor against the
target.
When the bolt is tightened the sensor is secured. It
has two small plastic pips which touch the target.
These pips wear as the engine turns. There is no
longer contact between the two components and
the gap is set.
17-22

INJECTION
Engine immobiliser function
17
This vehicle is fitted with a 2nd generation engine immobiliser system.
REPLACING THE INJECTION COMPUTER
The computers are supplied uncoded but are capable of being programmed with a code.
When replacing the computer, the vehicle code must be programmed in and then check that the immobiliser
system is operational.
To do this, carry out the following operations:
•Vehicle fitted with a PLIP engine immobiliser system
- Lock and unlock the doors using the PLIP.
- Turn the ignition on for a few seconds.
- Lock the doors using the PLIP, the immobiliser function is operational.
•Vehicle fitted with a coded key engine immobiliser system
Turn the ignition on for a few seconds then turn it off again.
CHECKING THE IMMOBILISER FUNCTION
•Vehicle fitted with a PLIP engine immobiliser system
- Turn the ignition off, lock the doors from inside the vehicle using the PLIP. The red immobiliser
warning light should flash.
- Turn the ignition on, The red immobiliser warning light should flash twice as fast.
•Vehicle fitted with a coded key engine immobiliser system
Remove the key from the ignition switch, after 10 seconds the red immobiliser warning light should flash.
TESTING AN UNCODED INJECTION COMPUTER FROM STOCK OR FROM A VEHICLE NOT FITTED WITH AN
IMMOBILISER SYSTEM
To avoid coding the injection computer before the test, it is vital to cut the + 12 V before ignition feed to the
immobiliser system. Remove the passenger compartment connection unit fuse (F39) (for more details, refer
to section 82).
NOTE : if the injection computer has been coded by mistake, a method exists for decoding it (refer to section
82).
SPECIAL NOTES
Using the XR25 it is possible to see if the injection computer is coded. The computer is uncoded if bargraph 2
right hand side is illuminated and if *22 = 2 DEF
A CODED COMPUTER FITTED TO A VEHICLE WITH AN ENGINE IMMOBILISER MAY NOT BE USED FOR TESTING
ANOTHER VEHICLE, REGARDLESS OF WHETHER THIS VEHICLE HAS AN ENGINE IMMOBILISER OR NOT.
17-25