2010 RENAULT SCENIC status

1Engine and peripherals
V9 MR-372-J84-17B050$TOC.mif
V9
17B
"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."
V9
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. 2010
PETROL INJECTION
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Fault finding - Introduction 17B - 2
Fault finding - System operation 17B - 7
Fault finding - Allocation of computer tracks 17B - 21
Fault finding - Replacement of components 17B - 26
Fault finding - Configurations and programming 17B - 28
Fault finding - Fault summary table 17B - 30
Fault finding - Interpretation of faults 17B - 34
Fault finding - Conformity check 17B - 120
Fault finding - Status summary table 17B - 168
Fault finding - Interpretation of statuses 17B - 170
Fault finding - Parameter summary table 17B - 202
Fault finding - Interpretation of parameters 17B - 204
Fault finding - Command summary table 17B - 213
Fault finding - Interpretation of commands 17B - 214
Fault finding - Test 17B - 218
Fault finding - Customer complaints 17B - 223
Fault finding - Fault Finding Chart 17B - 225

PETROL INJECTION
Fault finding - Introduction
17B
17B-3
PETROL INJECTION
Fault finding - Introduction
17B
17B-3V9 MR-372-J84-17B050$047.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Faults
Faults are displayed as present or stored (they appeared in a certain context and have since disappeared, or they
are still present but cannot be diagnosed in the current context).
The present or stored status of faults should be taken into consideration when the diagnostic tool is used after the
+ after ignition feed is switched on (without acting on the system components).
For a present fault, apply the procedure described in the Interpretation of faults section.
For a stored fault, note the faults displayed and apply the instructions in the Notes section.
If the fault is confirmed when the instructions are applied, the fault is present. Deal with the fault.
If the fault is not confirmed, check:
– the electrical lines which correspond to the fault,
– the connectors for these lines (for oxidation, bent pins, etc.),
– the resistance of the component detected as faulty,
– the condition of the wires (melted or split insulation, wear).
Conformity check
The aim of the conformity check is to check data that does not produce a fault on the diagnostic tool when the data
is inconsistent. Therefore, this stage is used to:
– perform fault finding on faults that do not have a fault display, and which may correspond to a customer complaint.
– check that the system is operating correctly and that there is no risk of a fault recurring after repair.
This section gives the fault finding procedures for statuses and parameters and the conditions for checking them.
If a status is not behaving normally or a parameter is outside the permitted tolerance values, consult the
corresponding fault finding page.
Customer complaints - Fault finding chart
If the test with the diagnostic tool is OK but the customer complaint is still present, the fault should be processed by
Customer complaints.
A summary of the overall procedure to follow is provided on the
following page in the form of a flow chart

PETROL INJECTION
Fault finding - Introduction
17B
17B-5
PETROL INJECTION
Fault finding - Introduction
17B
17B-5V9 MR-372-J84-17B050$047.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
4. FAULT FINDING PROCEDURE (continued)
Wiring check:
Fault finding problems:
Disconnecting the connectors and/or manipulating the wiring may temporarily remove the cause of a fault.
Electrical measurements of the voltage, resistance and insulation are generally correct, especially if the fault is not
present when the analysis is made (stored fault).
Visual inspection:
Look for damage under the bonnet and in the passenger compartment.
Carefully check the fuses, insulation and wiring routing.
Look for signs of oxidation.
Tactile inspection:
While manipulating the wiring, use the diagnostic tool to note any change in fault status from stored to present.
Check that the connectors are correctly tightened, apply light pressure to the connectors, twist the wiring harness.
If there is a change in status, try to locate the source of the fault.
Inspection of each component:
Disconnect the connectors and check the appearance of the clips and tabs, as well as their crimping (no crimping on
the insulating section).
Make sure that the clips and tabs are properly locked in the sockets.
Make sure no clips or tabs have been dislodged during connection.
Check the clip contact pressure using an appropriate model of tab.
Resistance check:
Check the continuity of entire lines, then section by section.
Look for a short circuit to earth, to + 12 V or with another wire.
If a fault is detected, repair or replace the wiring harness.

PETROL INJECTION
Fault finding - System operation
17B
17B - 10
PETROL INJECTION
Fault finding - System operation
17B
17B - 10V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Fuel supply management
Fuel is supplied by the fuel pump. It is controlled each time the ignition is switched on, for 1 second, to provide a
certain pressure level in the circuit, and thereby achieve a correct start, particularly if the vehicle has been unused
for a long time.
When the engine is running, the fuel pump relay is always controlled.
Control of the petrol pump relay can be viewed through status ET047 Petrol pump control circuit.
The petrol tank is vented by way of a canister filled with activated charcoal that traps the vapour from the petrol tank.
This canister is bled via the engine vacuum pipe. It enters the inlet plenum via a hose, whose section is controlled by
a bleed valve. It is controlled by the injection computer via the opening cycle ratio. For reasons of engine instability
or canister bleed solenoid valve operating noise emitted by the vehicle, there are two possible frequencies for
controlling the canister bleed solenoid valve:
●a low frequency 8Hz,
●a high frequency 20 Hz.
The frequency of the control opening cycle ratio depends on the engine speed.
Bleed the canister to drain it as it fills, to limit vapour release into the air if a canister is saturated for example.
Air supply management
The idling speed regulator performs all the calculations required for physical control of the idling speed actuator: the
motorised throttle. The functional component of the regulator is adaptive (variation programming and ageing).
If the idling speed regulation conditions are observed, ET054 Idle speed regulation is ACTIVE, the idling speed
regulator continuously positions the motorised throttle to maintain the engine speed at its idling setpoint. The
motorised throttle opening ratio necessary to comply with the speed setpoint is then given by parameter PR091
Idling speed regulation theoretical OCR.
Note on parameter PR091:
This parameter uses only 2 parameters accessible in fault finding frame: PR444 Idle speed integral correction and
PR090 Idle speed regulation programming value which is the integral adaptive action.
–PR090 Idling speed regulation programming value is a stored parameter designed to program dispersion and
engine ageing for the idling speed regulator. The programming is carried out only when the engine is idling and
warm, and no electrical consumer (air conditioning, fan assembly, power assisted steering) is operating. Therefore
it adjusts slowly.
–PR444 Idling speed regulation integral correction is continuously calculated to take into account the air required
by consumers.

PETROL INJECTION
Fault finding - System operation
17B
17B - 17
PETROL INJECTION
Fault finding - System operation
17B
17B - 17V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
6. Defect modes
Motorised throttle valve
In defect mode, the motorised throttle valve can have 6 different statuses.
Any entry into type 1 to 5 defect mode always leads to the application of type 6. Type 1The throttle opening is less than the Safe mode position. The throttle is no longer activated and is
automatically in Safe mode. The ESP, distance control and cruise control/speed limiter systems are
disabled. The automatic transmission is in "Safe mode".
Type 2The throttle opening is no longer actuated. The engine speed is limited by injection cut-off.
Type 3Defect mode is associated with restructuring of the pedal setpoints (constant pedal setpoint for each
gear).
Type 4The associated defect mode restricts the throttle opening. The maximum throttle valve opening
threshold results in a speed of below 54 mph (90 km/h).
Type 5The computer no longer processes torque changes requested by the ESP, distance control, cruise
control/speed limiter and automatic gearbox systems. This defect mode results from a computer
malfunction, or a fault with the manifold or turbocharging pressure sensor. The system then only uses
the accelerator pedal signal. The ESP, distance control and cruise control/speed limiter systems are
disabled. The automatic transmission is in "Safe mode".
Type 6The turbocharging valve no longer works.

PETROL INJECTION
Fault finding - System operation
17B
17B - 19
PETROL INJECTION
Fault finding - System operation
17B
17B - 19V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Camshaft dephaser:
The camshaft dephaser ET083 Camshaft dephaser in defect mode may assume two different statuses.
●Status 1
This defect mode covers all faults that affect the dephaser position measurement. The dephaser is set to the
minimum stop and the camshaft angle measurement is forced to 0.
Tooth signal fault.
Tooth/camshaft signal consistency diagnostic.
●Status 2
This defect mode covers all faults affecting the dephaser (pulley and solenoid valve). The dephaser is set to
the minimum stop.
Electrical fault finding on the solenoid valve.
Dephaser position fault finding procedure.
7. Operational safety
Warning lights illumination
The S3000 Injection system manages the illumination of three warning lights and the display of warning messages
according to the severity of the faults detected, with the aim of informing the customer and guiding fault finding.
The injection computer manages the illumination of warning lights and warning messages displayed on the instrument
panel. These warning lights illuminate during the starting phase and in the event of an injection fault or engine
overheating.
The warning light illumination signals reach the instrument panel via the multiplex network.
Warning light illumination principle
During the starting phase (START button pressed) the OBD (On Board Diagnostic) warning light comes on for
approximately 3 seconds then goes out.
If there is an injection fault (level 1), the message CHECK INJECTION is lit, followed by the SERVICE warning light.
It indicates a reduced level of operation and a limited safety level.
The driver should carry out repairs as soon as possible.
Components involved:
– motorised throttle valve,
– accelerator pedal potentiometer,
– inlet manifold pressure sensor,
– computer,
– actuator feed,
– computer feed.
If there is a serious injection fault (level 2), the red engine symbol and the word STOP (display with information
display only), appears with the message ENGINE OVERHEATING followed by the STOP warning light and a
buzzer. If this happens, the vehicle must be stopped immediately.
When a fault causing excessive pollution in the exhaust gases is detected, the orange OBD warning light engine
symbol is lit:
–flashing in the event of a fault which might cause destruction of the catalytic converter (destructive misfires). If this
happens, the vehicle must be stopped immediately.
–constantly in the case of non-compliance with the anti-pollution standards (polluting misfires, catalytic converter
fault, oxygen sensor faults, inconsistency between the oxygen sensors and canister fault).

PETROL INJECTION
Fault finding - Replacement of components
17B
17B-27
PETROL INJECTION
Fault finding - Replacement of components
17B
17B-27V9 MR-372-J84-17B050$188.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54PETROL INJECTION
Fault finding - Replacement of components
2. REPLACING OR REMOVING THE TDC SENSOR
When replacing or removing the TDC sensor, program the flywheel target (see17B, Petrol injection,
Configuration and programming).
3. REPLACING THE MOTORISED THROTTLE VALVE
When replacing the throttle valve, the throttle stops are automatically programmed.
–PR058 Air temperature between 0°C and 105°C,
– wait for the end of power latch for the programming to be stored in the computer memory.
Check the programming using status ET051 Throttle stop programming is DONE.
When replacing the throttle valve, reinitialise the programming using command RZ005 Programming. IMPORTANT
– The injection computer retains the immobiliser code for life,
– the system has no security code,
– it is forbidden to perform tests with computers borrowed from the Parts Department or from another vehicle which
must then be returned. These computers are hard-coded.
IMPORTANT
Never drive the vehicle without having programmed the throttle stops.

PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-36
PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-36V9 MR-372-J84-17B050$329.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
DF004
PRESENT
OR
STOREDTURBOCHARGING PRESSURE SENSOR CIRCUIT
1.DEF: Abnormal voltage
2.DEF: Inconsistent data
3.DEF: Non-compliance with emission control standards
NOTESPriority when dealing with a number of faults:
Deal with fault DF012 Sensor feed no. 2 voltage first, if it is present or stored.
Conditions for applying the fault finding procedure to stored faults:
The fault is declared present after the ignition is switched on or with then engine
running at an engine speed above 600 rpm.
Special note:
–For F4R-T engines only,
– Throttle valve defect mode types 4, 5, and 6.
Check the cleanliness, condition and fitting of the turbocharger pressure sensor.
Repair if necessary.
If the fault is still present, manipulate the harness to note any change in fault status (present↔ stored).
Look for any damage to the wiring harness, and check the condition and connection of the connectors of the
injection computer and turbocharger pressure sensor.
Repair if necessary.
If the fault is still present, check for + 5 V on track G1 and for earth on track E1 of connectorB of the injection
computer.
Contact the Techline if it is not correct.
If the fault is still present, disconnect the battery and the injection computer.
Check the insulation, continuity and the absence of interference resistance of the following connections:
Injection computer, connectorB, track E1 track 2 of the turbocharger pressure sensor
Injection computer, connectorB, track F1 track 3 of the turbocharger pressure sensor
Injection computer, connectorB track G1 Track 1 of the turbocharger pressure sensor
Repair if necessary.
If the fault is still present, deal with the other faults then proceed to the conformity check.
AFTER REPAIRDeal with any faults declared by the diagnostic tool.
Clear the computer memory.
Carry out a road test followed by another check with the diagnostic tool.
S3000_V4C_DF004/S3000_V54_DF004