2009 RENAULT SCENIC check engine

1Engine and peripherals
V3 MR-372-J84-13B250$TOC.mif
V3
13B
"The repair procedures given by the manufacturer in this document are based on the
technical specifications current when it was prepared.
The procedures may be modified as a result of changes introduced by the
manufacturer in the production of the various component units and accessories from
which his vehicles are constructed."
V3
All rights reserved by Renault s.a.s.
Edition Anglaise
Copying or translating, in part or in full, of this document or use of the service part
reference numbering system is forbidden without the prior written authority of
Renault s.a.s.
© Renault s.a.s. 2009
DIESEL INJECTION
EDC16
PROGRAM No: C1
Vdiag No.: 51
Fault finding – Introduction 13B - 2
Fault finding – Cleanliness guidelines 13B - 7
Fault finding – System operation 13B - 9
Fault finding – Allocation of computer tracks 13B - 17
Fault finding – Replacement of components 13B - 20
Fault finding – Fault summary table 13B - 26
Fault finding – Interpretation of faults 13B - 30
Fault finding – Conformity check 13B - 133
Fault finding – Status summary table 13B - 171
Fault finding – Interpretation of statuses 13B - 172
Fault finding – Parameter summary table 13B - 206
Fault finding – Command summary table 13B - 208
Fault finding – Interpretation of commands 13B - 209
Fault finding – Customer complaints 13B - 222
Fault finding – Fault Finding Chart 13B - 223
Fault finding – Test 13B - 240
Fault finding – Glossary 13B - 273

DIESEL INJECTION
Fault finding – Introduction13B
13B - 2V3 MR-372-J84-13B250$045.mif
113B
EDC16
PROGRAM No: C1
Vdiag No.: 51DIESEL INJECTION
Fault finding – Introduction
1. SCOPE OF THIS DOCUMENT
This document presents the fault finding procedure applicable to all computers with the following specifications:
2. PREREQUISITES FOR FAULT FINDING
Documentation type
Fault finding procedures (this manual):
–Assisted fault finding (integrated into the diagnostic tool), Dialogys.
Wiring Diagrams:
–Visu-Schéma (CD-ROM), paper version.
Type of diagnostic tools
–CLIP + CAN sensor
Special tooling required
3. RECAP
Procedure
To run fault finding on the vehicle's computers, switch on the ignition in fault finding mode (forced + after ignition
feed).
–vehicle's card in reader;
–press and hold the Start button (longer than 5 seconds) with start-up conditions not present,
–connect the diagnostic tool and perform the required operations.
To cut off the + after ignition feed, proceed as follows:
–disconnect the diagnostic tool,
–vehicle card in reader,
–press the Start button twice briefly (less than 3 seconds),
–ensure that the + after ignition feed has been cut off by checking that the computer indicator lights on the
instrument panel have gone out. Vehicle(s): MEGANE II, SCENIC II
Engine type and suffix: F9Q 804
Function concerned: DIESEL INJECTIONName of computer: BOSCH EDC16 C3
Program no.: C1
Vdiag No.: 51
Special tooling required
Multimeter
+ Elé. 1590Computer connection bornier
Or Elé. 1681Universal bornier
EDC16_V51_PRELI
MR-372-J84-13B250$045.mif

DIESEL INJECTION
Fault finding – Cleanliness guidelines13B
13B - 7V3 MR-372-J84-13B250$033.mif
EDC16
PROGRAM NO.: C1
Vdiag No.: 51DIESEL INJECTION
Fault finding – Cleanliness guidelines
I - RISKS ASSOCIATED WITH CONTAMINATION
The high pressure direct injection system is highly sensitive to contamination. The risks associated with
contamination are:
–damage to or destruction of the high pressure injection system,
–components jamming,
–a component leaking.
All After-Sales operations must be performed under very clean conditions. This means that no impurities (particles a
few microns in size) should have entered the system during dismantling.
The cleanliness principle must be applied from the filter to the injectors.
What are the sources of contamination?
metal or plastic swarf,
–paint,
–fibres:
–from cardboard,
–from brushes,
–from paper,
–from clothing,
–from cloths,
–foreign bodies such as hair,
–ambient air,
–etc.
II - NOTES TO BE FOLLOWED BEFORE ANY OPERATION
Check that you have plugs for the unions to be opened (set of plugs available from the Parts Department). The plugs
are single-use only. After use, they must be discarded (once used they are soiled and cleaning is not sufficient to
make them reusable). Unused plugs must be discarded.IMPORTANT
Cleaning the engine using a high pressure washer is prohibited because of the risk of damaging connections. In
addition, moisture may collect in the connectors and create electrical connection faults.
IMPORTANT
Before any work is carried out on the high pressure injection system, protect:
–the accessories and timing belts,
–the electrical accessories, (starter, alternator, electric power-assisted steering pump),
–the flywheel surface, to prevent any diesel from running onto the clutch friction plate.
MR-372-J84-13B250$033.mif

DIESEL INJECTION
Fault finding – System operation13B
13B - 10V3 MR-372-J84-13B250$135.mif
EDC16
PROGRAM No: C1
Vdiag No.: 51
a) The computer:
Determines the value of injection pressure necessary for the engine to operate correctly and then controls the
pressure regulator.
Checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on the rail.
Determines the injection duration necessary for supplying the correct quantity of diesel and the moment when
injection is required; controls each injector electrically and individually after determining these values.
The flow injected into the engine is determined by:
–the duration of injector control,
–the rail pressure (regulated by the computer),
–the injector opening and closing speed,
–the needle stroke (determined by a constant for the type of injector),
–the nominal hydraulic flow of the injector (specific to each injector).
The computer manages:
–idling regulation,
–exhaust gas flow reinjection to the inlet (EGR),
–fuel supply check (advance, flow and rail pressure),
–the CMV control via the Protection and Switching Unit (centralised coolant temperature management function),
–the air conditioning (cold loop function),
–the cruise control/speed limiter function,
–pre-post heating control,
–fault warning lights via the multiplex network.
The high pressure pump is supplied at low pressure by an integrated low pressure pump (transfer pump).
It supplies the rail, the pressure of which is controlled by the fuel flow actuator (MPROP) for charging, and for
discharging by the injector valves. This compensates for pressure drops. The fuel flow actuator enables the high
pressure pump to supply the exact quantity of diesel fuel required to maintain the rail pressure. This component
minimises the heat generated and improves engine output. In order to discharge the rail using the injector valves, the
valves are controlled by brief electrical pulses which are:
–short enough not to open the injector (passing through the feedback circuit from the injectors),
–long enough to open the valves and discharge the rail.

DIESEL INJECTION
Fault finding – System operation13B
13B - 11V3 MR-372-J84-13B250$135.mif
EDC16
PROGRAM No: C1
Vdiag No.: 51
b) Multiplex connection between the different vehicle computers.
The electronic system fitted in this vehicle is multiplexed.
This enables dialogue between the various vehicle computers. As a result:
–the activation of the fault warning lights on the instrument panel is performed by the multiplex network, with the
vehicle speed sensor on the gearbox deactivated,
–vehicle faults are displayed by the multiplex network,
–the vehicle speed sensor on the gearbox is not needed.
The vehicle speed signal on the instrument panel is transmitted by the ABS computer via a wire connection, then
sent out on the multiplex network by the instrument panel. The vehicle speed signal is used mainly by the injection
computer and the airbag computer.
Some vehicles have adopted a sensor for detecting water in the diesel fuel, located in the filter. If there is water in the
diesel fuel, the orange "Injection and pre-post heating" warning light will come on.
The system can inject diesel fuel into the engine at a pressure of up to 1600 bar. Before each operation, check that
the injector rail is depressurised and that the fuel temperature is not too high.
You must respect the cleanliness guidelines and safety advice specified in this document for any work on the high
pressure injection system.
Removal of the internal parts of the pump and injectors is prohibited. Only the fuel flow actuator, the diesel fuel
temperature sensor and the venturi can be replaced.
For safety reasons, it is strictly prohibited to undo a high pressure pipe union when the engine is running.
It is not possible to remove the pressure sensor from the fuel rail because this may cause circuit contamination
faults. If the pressure sensor fails, the pressure sensor, the rail and the five high pressure pipes must be replaced.
It is forbidden to remove any injection pump pulley bearing the number 070 575. If the pump needs to be replaced,
replace the pulley.
Supplying + 12 V directly to any component in the system is prohibited.
Ultrasonic decoking and cleaning are prohibited.
Never start the engine unless the battery is connected correctly.
Disconnect the injection computer when carrying out any welding work on the vehicle.WARNING
The engine must not operate with:
–Diesel fuel containing more than 10 % diester,
–petrol, even in tiny quantities.

DIESEL INJECTION
Fault finding – System operation13B
13B - 14V3 MR-372-J84-13B250$135.mif
EDC16
PROGRAM No: C1
Vdiag No.: 51
Exhaust gas recirculation management
The exhaust gas recirculation system comprises a direct current EGR valve controlled by an H bridge in the
computer. This system has a built-in valve position feedback potentiometer.
The EGR valve is controlled in a closed loop on the change in the air flow measured by the flow sensor.
The potentiometer is used in the fault finding procedure for the EGR valve position.
Warning light management:
Instrument panel display
The computer manages the data display on the instrument panel relating to engine operation. This involves six
functions:
–the pre-postheating warning light,
–the coolant temperature warning light or warning message;
–the fault level 1 warning light (non-critical fault),
–the fault level 2 warning light (emergency stop),
–the OBD warning light (European On Board Diagnostic).
These five functions are represented by 4 or 5 warning lights and/or messages sent by the trip computer.
A 3 second visual inspection is carried out by the injection computer when ignition is switched on (automatic
procedure for test managed by the instrument panel).
Orange Pre-post heating/non-critical fault SERVICE warning light (level 1)
This light is used both as an in-operation indicator light and as a system fault indicator:
–Continuously lit with + after ignition feed:
Indicates preheating of the spark plugs.
–Continuous lighting accompanied by the message CHECK INJECTION or ELECTRONIC FAULT:
Indicates a level 1 fault (implies operation in injection system defect mode).
The driver should carry out repairs as soon as possible.
Temperature warning light/red EMERGENCY STOP (level 2)
This indicator light is used both as an in-operation indicator light and as a system fault warning light. Lights up for
3 seconds when the ignition is switched on (automatic test procedure managed by the instrument panel):
–Continuously lit or alternately lit with ENGINE OVERHEATING message:
Indicates engine overheating (the driver is free to choose whether or not to stop the vehicle).
–Continuously lit with the FAULTY INJECTION message:
Indicates a level 2 fault (In this case, the injection is automatically cut after a few seconds).
The driver should carry out repairs as soon as possible.
ORANGE OBD excess pollution warning light
An engine symbol accompanied by the message CHECK EMISSION CONTROL.
This warning light comes on if the system has one or more OBD faults.
This warning light is used to warn the driver of injection faults leading to excessive pollution or that the EOBD* system
has been deactivated.
The injection computer requests activation of the OBD warning light for a present fault only after three successive
driving cycles.
A 3 second visual inspection is carried out by the injection computer when ignition is switched on (automatic
procedure for test managed by the instrument panel).
*EOBD: Electronic on board diagnostics.

DIESEL INJECTION
Fault finding – Replacement of components13B
13B-22V3 MR-372-J84-13B250$225.mif
EDC16
PROGRAM No: C1
Vdiag No.: 51
REPLACING THE INJECTORS
After replacing one or more injectors, re-enter the IMA codes.
The system must be configured via the diagnostic socket using the RENAULT CLIP diagnostic tool.
→ PROCEDURE to be followed after one or more injectors are replaced:
IMPORTANT
Cylinder no. 1 is located at the engine flywheel end.
–make a note of the IMA code(s) engraved on the injector body,
–enter these codes in the computer using command SC002 Enter injector codes, then follow the instructions given
by the diagnostic tool,
–once the command has finished,
–switch off the ignition,
–wait 1 min before switching on the ignition again,
–return to fault finding mode,
–select the Computer identification function from the main screen,
–check that the injector codes entered into the computer match those found on the bodies of the injectors:
–if the codes do not match, repeat the procedure for command SC002 Enter injector codes;
–if the codes do match, check system faults and clear any stored faults;
–if there are faults, deal with the present faults,
–clear the faults from the computer memory.
Carry out a road test followed by a complete check with the diagnostic tool.
End of operation.Note:
The IMA coding (individual injector correction) is a calibration made in production on each injector to adjust
the flow accurately.
These correction values are etched onto the Bakelite body of each injector (6 alphanumeric characters) and then
entered into the computer which then controls each injector taking into account their manufacturing variation.
IMPORTANT
Engines can only operate correctly if the correct IMA codes have been entered.
If no code has been entered or if an invalid code has been entered, the fault DF276 Injector code
programming, is present and the engine will be in defect mode (speed heavily limited).
If another injector's code has been entered, the system will accept it but will make the wrong correction.
This could lead to engine damage, loss of performance and excessive pollution.
Always use the correct injector codes for the engine cylinder/computer.

DIESEL INJECTION
Fault finding – Interpretation of faults13B
13B-30V3 MR-372-J84-13B250$315.mif
DF001
PRESENT
OR
STOREDCOOLANT TEMPERATURE SENSOR CIRCUIT
CC.0 : Short circuit to earth
CO.1 : Short circuit or open circuit to + 12 V
NOTESConditions for applying the fault finding procedure to stored faults:
The fault is declared present:
–when an attempt is made to start the engine,
–when the engine is running.
Special notes:
If the fault is present:
–the coolant temperature: PR064 Coolant temperature is fixed at 119˚C,
–the preheating phase is greater than 10 seconds,
–the low speed motor-driven fan assembly (GMV 1) is continuously supplied,
–if there is a fault with GMV 1, then start GMV 2 for vehicles with air conditioning.
–the level 1 warning light is lit,
–the OBD warning light will illuminate after three consecutive driving cycles (starting
+ 5 seconds + switching off the ignition and waiting 1 minute).
Use bornier Ele. 1681 or Ele. 1590 for all operations on the computer connectors.
Check the connections of the coolant temperature sensor 4-track connector.
Check the injection computer connections.
Repair if necessary.
Measure the resistance of the coolant temperature sensor between tracks 2 and 3 of its black connector.
Replace the sensor if its resistance is not approximately:
75780 ± 7000 Ω at - 40˚C
12460 ± 122 Ω at - 10˚C
2252 ± 112 Ω at 25˚C
811 ± 39 Ω at 50˚C
283 ± 8 Ω at 80˚C
115 ± 3 Ω at 110˚C
87 ± 2 Ω at 120˚C
Check the insulation, continuity and the absence of interference resistance on the following connections:
Injection computer brown 48-track connector B
track F2Track 3 coolant temperature sensor
Injection computer brown 48-track connector B
track H1Track 2 coolant temperature sensor
Repair if necessary.
If the fault is still present, replace the coolant temperature sensor.
AFTER REPAIRDeal with any faults.
Carry out a road test followed by another check with the diagnostic tool.
EDC16
PROGRAM No.: C1
Vdiag No.: 51DIESEL INJECTION
Fault finding – Interpretation of faults
EDC16_V51_DF001