2010 RENAULT SCENIC ESP

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 - 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 - 8
PETROL INJECTION
Fault finding - System operation
17B
17B - 8V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
2. Role of components, operating strategy
Engine immobiliser
The Verlog 4 type immobiliser function is managed by the UCH computer and the engine management computer.
Before any starting request, the engine management computer is protected.
When a starting request is made, the injection computer and the UCH exchange authentication data via the multiplex
network; this determines whether the engine start is authorised.
After more than 5 consecutive failed authentication attempts, the engine management computer goes into protection
(antiscanning) mode and no longer tries to authenticate the UCH computer. It only exits this mode when the
following sequence of operations occurs:
– the ignition is left on for at least 20 seconds,
– the message is switched off,
– the injection computer self-supply cuts out when it should (the time varies according to engine temperature).
After this, only one authentication attempt is allowed. If this fails again, repeat the sequence of operations described
above.
If the engine management computer still fails to unlock, contact the Techline.
Impact detected
If an impact has been stored by the injection computer, switch off the ignition for 10 seconds, then switch it back on
so that the engine can be started. Clear the faults.
Torque management
The torque structure is the system for managing engine torque. It is necessary for some functions such as the
electronic stability program (ESP) and the automatic gearbox.
Each inter-system (ESP and automatic gearbox) sends a request for torque via the multiplex network to the injection
computer. It arbitrates between the inter-system torque requests and the driver's request (pedal or cruise control/
speed limiter). The result of the arbitration gives the torque setpoint. The torque structure uses the torque setpoint to
calculate the throttle position setpoint, the advance and, if there is turbocharging, the turbocharger valve setpoint
(wastegate) for engines fitted with a turbocharger. WARNING
Disconnect the injection computer when carrying out any welding work on the vehicle.

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 - 13
PETROL INJECTION
Fault finding - System operation
17B
17B - 13V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
In addition to turbocharging pressure management, the computer controls the engine for full load constant torque
operation.
This means that, irrespective of the engine conditions (air temperature, atmospheric pressure etc.), the maximum
torque will always be 275 Nm and the power 125 kW. So, for an air temperature of 20°C, the turbocharging pressure
at full load will be less than at 50°C. Despite controlled torque management, the turbocharging pressure can never
exceed 1800 mbar.
Ignition management
The advance is calculated for each cylinder. This may have a negative value, and is limited to between - 23.625°
and + 72° and includes any corrections due to pinking.
The slow loop anti-pinking correction is the maximum advance value that is deducted from the advance of one of the
cylinders. If none of the cylinders is pinking, this correction is zero.
Injectors
The injectors are controlled according to several modes. In particular, the engine is started in semi-full group mode
(injectors 1 and 4, then injectors 2 and 3 simultaneously), then it enters sequential mode, to ensure a correct start
whether or not it is correctly phased.
In fact in rare cases it is possible for the engine to run incorrectly phased if the Memo phasing program failed during
the last engine stop. So, since the system did not enter sequential injection mode and the cylinder 1 detection
program did not run, the injections are offset by 2 cylinders: therefore injecting in the order 4-2-1-3 rather than the
expected 1-3-4-2.
The injection time is constantly calculated and may be zero, in the event of cut-off during deceleration or overspeed
for example.

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 - 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.