2010 RENAULT SCENIC ABS

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 - 7
PETROL INJECTION
Fault finding - System operation
17B
17B - 7V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54PETROL INJECTION
Fault finding - System operation
1. SYSTEM OPERATION
Composition
The injection system consists of the:
– accelerator potentiometer,
– clutch pedal switch,
– TDC sensor,
– atmospheric pressure sensor,
– air temperature sensor,
– coolant temperature sensor,
– upstream oxygen sensor,
– downstream oxygen sensor,
– cruise control switch,
– steering column switch,
– cruise control on/off switch,
– fuel vapour absorber,
– injection computer,
– motorised throttle valve,
– 4 injectors,
– 4 pencil coils,
– pinking sensor,
– camshaft dephaser solenoid valve (non-LPG K4M only),
– camshaft position sensor (non-LPG K4M only),
– turbocharging pressure sensor (F4R turbo only)
– electric coolant pump (F4R turbo only),
– wastegate solenoid valve (only on F4R Turbo),
– turbocharging solenoid valve (only on F4R-Turbo)
Computer
128 track SAGEM type S3000 FLASH EEPROM computer controlling injection and ignition.
Multipoint injection in sequential mode.
Connections to the other computers:
– air conditioning,
– UCH,
– protection and switching unit (UPC)
– Automatic Gearbox Electronic Control Unit (AUTO).
– airbag,
– ABS/ESP,
– instrument panel.
MR-372-J84-17B050$094.mif

PETROL INJECTION
Fault finding - System operation
17B
17B - 12
PETROL INJECTION
Fault finding - System operation
17B
17B - 12V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
A vehicle is fitted with an upstream sensor if the configuration reading LC003 Upstream oxygen sensor is WITH.
For the upstream sensor to be operational very rapidly, it is heated. Sensor heating ET052 Upstream O
2 sensor
heating is only ACTIVE when the engine is running. It is disabled above 84 mph (140 km/h) or with the engine
under load.
The downstream sensor is also used for richness regulation via the double loop program. The way it works is to
characterise the condition of the upstream sensor and to compensate for any upstream sensor dynamic richness
drift.
The vehicle is fitted with a downstream sensor if the configuration reading LC004 Downstream oxygen sensor is
WITH.
For the double loop ET056 Double richness loop to be ACTIVE, the vehicle must be driven with the engine warm
for approximately 1 minute 30 seconds in the absence of no load conditions.
The downstream sensor is also heated. The command is not immediate when the engine is started.
ET053 Downstream O
2 sensor heating is ACTIVE after a time that depends on the latest coolant temperature with
the engine running and in the absence of no load conditions. The heating of the downstream sensor is deactivated
under 84 mph (140 km/h) or when the engine is under load.
There are several types of control depending on the sensor type:
●BOSCH LSH25/NTK 6L (6Ω)/DELPHI AFS128 (3 wires): Continuous control,
●BOSCH LSF 4.7 (known as PLANAR): Each time the engine is started, control is first executed by means
of an OCR (opening cycle ratio) type signal of 20 Hz in frequency for approximately 20 seconds then it
becomes continuous,
●BOSCH NTK 6L (3.3Ω): each time the engine is started, the control is continuous first for 15 seconds then
executed by an OCR (Opening Cycle Ratio) type signal with a 20 Hz frequency.
Management of turbocharging pressure (F4R Turbo only)
The turbocharging pressure is adjusted via the position of the pressure regulation valve (wastegate).
Principle
This pressure regulation valve, connected via a rod to the wastegate diaphragm, is operated by the injection
computer via a solenoid valve. This solenoid valve is normally open and is fitted to the inlet pipe between the air filter
and turbocharger inlet.
At rest (open position), this solenoid valve connects the turbocharger outlet (turbocharging pressure) and the
pressure regulation valve control diaphragm.
The turbocharging pressure affects the diaphragm directly, the pressure regulation valve (wastegate) opens and the
maximum possible pressure is approximately 1,350 mbar - 1,400 mbar, irrespective of the engine speed (minimum
turbocharging for the engine).
When the solenoid valve is controlled, the turbocharging pressure signal (taken at the turbocharger outlet) is
diverted to the compressor inlet. As a result, the diaphragm is not subject to turbocharging pressure, the pressure
regulation valve (wastegate) closes back to a position imposed by the regulation system.

PETROL INJECTION
Fault finding - System operation
17B
17B - 15
PETROL INJECTION
Fault finding - System operation
17B
17B - 15V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Catalytic converter:
Purpose
Catalytic converter fault finding should detect a malfunction which would cause hydrocarbon pollutant emissions to
exceed the EOBD (European On Board Diagnostic) limit.
Principle
The ability of the catalytic converter to store oxygen indicates the condition of the catalytic converter. As the
catalytic converter ages, its ability to store oxygen reduces along with its ability to treat pollutants. The principle lies
in using the correlation between the oxygen storage capacity and the HC emissions.
When the conditions for starting fault finding are confirmed, richness excitation peaks are applied, which has the effect
of sending bursts of oxygen into the catalytic converter.
If the catalytic converter is in good condition it will absorb the oxygen sent to it and the downstream sensor voltage
will remain at its average value.
If it is damaged, it rejects the oxygen that it cannot store and the downstream sensor starts knocking. The more the
catalytic converter is damaged, the more the downstream oxygen sensor will oscillate.
Sensors:
Purpose
Sensor fault finding should detect a malfunction which would cause pollutant emissions to exceed the EOBD
(European On Board Diagnostic) limit.
There are 2 kinds of oxygen sensor damage:
●mechanical damage to the component (breakage, cut in wire) which leads to an electrical fault,
●chemical or thermal damage to the component leading to a slower response time of the sensor and to the
increase in the average reaction time.
Description of programming
When the conditions for starting fault finding are confirmed, the upstream sensor signal periods are read and the
glitches (interference phenomena) removed, then the average taken, and compared with an EOBD (European On
Board Diagnostic) limit average period.
The fault finding check may be staggered, i.e. divided over several consecutive engine stability phases, and its
duration will vary according to the condition of the 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 - 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

PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-50
PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-50V9 MR-372-J84-17B050$329.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
DF054
PRESENT
OR
STOREDTURBOCHARGING SOLENOID VALVE CONTROL CIRCUIT
CO: Open circuit
CC.0: Short circuit to earth
CC.1: Short-circuit to + 12 V
1.DEF: Non-compliance with emission control standards
NOTESConditions 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-Turbo only,
–OBD warning light illuminated.
– Throttle valve defect mode type 6.
Check the cleanliness, condition and fitting of the turbocharging solenoid valve.
Repair if necessary.
If the fault is still present, manipulate the harness to note any change in fault status (present↔ stored).
Look for possible damage to the wiring harness, check the condition and connection of the connectors of the
injection computer and turbocharging solenoid valve.
Repair if necessary.
If the fault is still present, check (with the ignition on) for +12V on track 2 of the turbocharging solenoid valve.
If there is no + 12 V, check the insulation, continuity and the absence of interference resistance on the
following connections:
Injection computer, connectorB, track M2 track 2 of the turbocharging solenoid valve
Main relay
Repair if necessary.
If the fault is still present, disconnect the battery and the injection computer.
Check the insulation, continuity and the absence of interference resistance on the following connections:
Injection computer, connectorC track G4 track 1 of the turbocharging solenoid valve
Repair if necessary.
If the fault is still present, measure the resistance of the turbocharging solenoid valve between tracks 1 and 2.
Replace the turbocharging solenoid valve if the resistance is not 30Ω ±2Ω at 23°C.
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_DF054/S3000_V54_DF054

PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-62
PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-62V9 MR-372-J84-17B050$329.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
DF079
CONTINUED 1
If the fault is still present, manipulate the harness to detect a change in status (present ↔ stored).
Look for possible damage to the wiring harness, check the condition and the connection of the connectors of the
injection computer and motorised throttle valve.
Repair if necessary.
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, connector B, track M3 track 3 of the motorised throttle
(K4M 766/812 and 813, F4R 770 and 771)
track 4of the motorised throttle
(K4J 740, K4M 788 LPG, F4RT 774 and 776)
Injection computer, connector B, track M4 track 5 of the motorised throttle valve
(K4M 766/812 and 813, F4R 770 and 771)
track 3 of the motorised throttle
(K4J 740, K4M 788 LPG, F4RT 774 and 776)
Injection computer, connector B, track G4 track 6 of the motorised throttle valve
(K4M 766/812 and 813, F4R 770 and 771)
track 1 of the motorised throttle valve
(K4J 740, K4M 788 LPG, F4RT 774 and 776)
Injection computer, connector B, track G3 track 1 of the motorised throttle valve
(K4M 766/812 and 813, F4R 770 and 771)
track 2 of the motorised throttle valve
(K4J 740, K4M 788 LPG, F4RT 774 and 776)
Injection computer, connector B, track G2 track 2 of the motorised throttle valve
(K4M 766/812 and 813, F4R 770 and 771)
track 5 of the motorised throttle valve
(K4J 740, K4M 788 LPG, F4RT 774 and 776)
Injection computer, connector B, track D3 track 4of the motorised throttle
(K4M 766/812 and 813, F4R 770 and 771)
track 6 of the motorised throttle valve
(K4J 740, K4M 788 LPG, F4RT 774 and 776)
If the fault is still present, measure the resistance of the throttle between
– tracks3 and 5 for (K4M 766/812 and 813, F4R 770 and 771),
– tracks3 and 4 for (K4J 740, K4M 788 LPG, F4RT 774 and 776).
Replace the throttle valve if the resistance is not
–2.2Ω ±0.2Ω at 23°C for (K4M 766/812 and 813, F4R 770 and 771),
–1.6Ω ±0.2Ω at 23°C for (K4J 740, K4M 788 LPG, F4RT 774 and 776).
If the fault is still present, disconnect the battery and the injection computer.
AFTER REPAIRFollow the instructions to confirm repair.
Deal with any other faults.
Clear the stored faults.