2010 RENAULT SCENIC sensor

PETROL INJECTION
Fault finding - System operation
17B
17B - 16
PETROL INJECTION
Fault finding - System operation
17B
17B - 16V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
4. Engine coolant temperature management
Engine cooling is provided by 1 or 2 fan assemblies (depending on the vehicle layout). The injection computer
requests the UPC to actuate them via the multiplex network.
To provide cooling:
Engine running, GMV1 is requested when the coolant temperature exceeds 99 °C and stops when the coolant
temperature falls below 96 °C. GMV2 is requested when the coolant temperature exceeds 102 °C and stops when
the coolant temperature falls below 99 °C.
With the engine off, only fan assembly 1 may be activated to provide the anti-percolation function (if engine is
stopped when very hot). The anti-percolation function is active with the ignition off for a determined period. During
this period, fan assembly 1 is requested if the coolant temperature exceeds approximately 100 °C and is shut down
if the coolant temperature drops below around 95 °C.
If a fault is detected on the coolant temperature sensor circuit, then fan assembly 1 is requested to operate
continuously.
If the engine coolant temperature goes beyond the warning threshold of 11 8 ° C, the injection computer requests the
instrument panel computer via the multiplex network to illuminate on the coolant temperature warning light until the
coolant temperature falls back below 115 ° C.
In addition to the engine requirements, the injection computer centralises the cooling requirements for the Air
conditioning and BVA/BVR functions.
5. Air conditioning function
The S3000 computer manages a cold loop air conditioning system.
– air conditioning request via multiplex connection,
– acquisition of air conditioning circuit pressure,
– vehicle speed
– air conditioning compressor control,
– fan assembly control request by Protection and Switching Unit.
The injection computer recovers the power absorbed by the air conditioning compressor and the fast idling speed
request using the pressure acquired in the air conditioning circuit.
These signals are necessary for adapting the engine management (idling speed regulation, air flow correction, etc.),
for several reasons:
– air conditioning compressor efficiency,
– sturdier engine to torque bucking caused by compressor activation,
– helping the alternator.
Requests for fan assembly 1 and/or fan assembly 2 are recovered based on the air conditioning circuit pressure and
the vehicle speed. In short, the lower the speed and the higher the pressure, the greater the fan assembly requests.

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 - 18
PETROL INJECTION
Fault finding - System operation
17B
17B - 18V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Table of defect modes:
Type 1 Type 2 Type 3 Type 4 Type 5 Type 6
DF004 Turbocharging pressure
sensor circuit---2.DEF1.DEF
2.DEF1.DEF
2.DEF
DF011 Sensor feed voltage no. 11.DEF 1.DEF - 1.DEF - -
DF012 Sensor feed voltage no. 2---1.DEF1.DEF-
DF038 Computer1.DEF 1.DEF - - 1.DEF -
DF046 Battery voltage1.DEF 1.DEF - - - -
DF054 Turbocharging solenoid valve
control circuit-----CO/CC.0./
CC.1
DF078 Motorised throttle control
circuit1.DEF 1.DEF - - - -
DF079 Motorised throttle valve
automatic control6.DEF/CO 6.DEF/CO -2.DEF
3.DEF
4.DEF--
DF089 Inlet manifold pressure sensor
circuit----1.DEF
2.DEF-
DF095 Throttle potentiometer circuit
gang 1CO.0/
CC.1CO.0/
CC.1-CO.0/
CC.1--
DF096 Throttle potentiometer circuit
gang 2CO.0/
CC.1CO.0/
CC.1-CO.0/
CC.1--
DF196 Pedal potentiometer circuit
gang 1--1.DEFCO/CC.0./
CC.1
1.DEF--
DF198 Pedal potentiometer circuit
gang 2--CO/CC.0./
CC.1CO/CC.0./
CC.1--
DF650 Accelerator pedal position
signal--1.DEF1.DEF--

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 - Allocation of computer tracks17B
17B - 22
17B
17B - 22V9 MR-372-J84-17B050$141.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Connector (B), 48 tracks:
Track Description
A1 Injector 1 - control
A2 Injector 2 - control
A3 Injector 3 - control
A4 Injector 4 - control
B1 Not used
B2 Pinking sensor screening earth
B3 Pinking sensor + signal
B4 Pinking sensor - signal
C1 Not used
C2 Not used
C3 Engine speed (LPG) TDC - signal
C4 Not used
D1 Not used
D2 Not used
D3 Motorised throttle valve potentiometer gang 2 signal
D4 + Power latch relay feed output
E1 Turbocharging pressure sensor earth (F4RT 774 and 776 only)
E2 Air temperature sensor signal
E3 Air temperature sensor earth
E4 Position and engine speed sensor - signal (tooth signal)
F1 Turbocharging pressure sensor + signal (F4RT 774 and 776 only)
F2 Coolant temperature sensor + signal
F3 Engine speed and position sensor + signal (tooth signal)
F4 Coolant temperature sensor earth
G1 + 5 V turbocharging pressure sensor (F4RT 774 and 776 only)
G2 Motorised throttle potentiometer + 5 V feed
G3 Motorised throttle valve potentiometer gang 1 signal
G4 Motorised throttle valve potentiometers common earth
H1 Not used
H2 Manifold pressure sensor + 5 V feed
H3 Manifold pressure sensor + signal
H4 Manifold pressure sensor earth

PETROL INJECTION
Fault finding - Allocation of computer tracks17B
17B - 23
17B
17B - 23V9 MR-372-J84-17B050$141.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Connector (B), 48 tracks (continued):
Track Description
J1 Not used
J2 Refrigerant pressure + 5 V feed
J3 Refrigerant pressure + signal
J4 Not used
K1 Not used
K2 Refrigerant pressure sensor earth
K3 Multiplex line L2 engine connection (F4R 771 AUTO, K4M 813 AUTO and K4M 788 LPG only)
K4 Multiplex line H2 engine connection (F4R 771 AUTO, K4M 813 AUTO and K4M 788 LPG only)
L1 Power earth 1
L2 Not used
L3 Inlet camshaft dephaser control (non-LPG K4M only)
L4 Electric coolant pump control (F4RT 774 and 776 only)
M1 Power earth 2
M2 + Battery supply
M3 Motorised throttle valve + signal
M4 Motorised throttle valve - signal

PETROL INJECTION
Fault finding - Allocation of computer tracks17B
17B - 24
17B
17B - 24V9 MR-372-J84-17B050$141.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Connector (C), 48 tracks:
Track Description
A1 Not used
A2 Downstream oxygen sensor + signal
A3 Not used
A4 Not used
B1 Upstream oxygen sensor + signal
B2 Downstream oxygen sensor - signal
B3 Not used
B4 Not used
C1 Upstream oxygen sensor - signal
C2 Not used
C3 Not used
C4 Not used
D1 Ignition coils and petrol pump relay control
D2 Not used
D3 Not used
D4 Not used
E1 Canister bleed solenoid valve control
E2 Camshaft position sensor earth (non-LPG K4M only)
E3 Not used
E4 Not used
F1 Inlet camshaft input frequency sensor (non-LPG K4M only)
F2 Not used
F3 Not used
F4 Not used
G1 Not used
G2 Not used
G3 Not used
G4 Turbocharging solenoid valve control (F4RT 774, 776 only)
H1 Not used
H2 Not used
H3 Not used
H4 Not used

PETROL INJECTION
Fault finding - Allocation of computer tracks17B
17B - 25
17B
17B - 25V9 MR-372-J84-17B050$141.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Connector (C), 48 tracks (continued):
Track Description
J1 Not used
J2 Coolant thermostat control output
J3 Not used
J4 Not used
K1 Not used
K2 Not used
K3 Not used
K4 Not used
L1 Power earth 3
L2 Upstream oxygen sensor heating - control
L3 Downstream oxygen sensor heating - control
L4 Not used
M1 Power earth 4
M2 Not used
M3 Ignition coil 2 - 3 - control
M4 Ignition coil 1 - 4 - control