2010 RENAULT SCENIC heating

PETROL INJECTION
Fault finding - System operation
17B
17B - 11
PETROL INJECTION
Fault finding - System operation
17B
17B - 11V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Adaptive idling speed correction:
Under normal warm operating conditions, the idling speed opening cycle ratio value PR091 Idling speed regulation
theoretical OCR varies between a high value and a low value to obtain the nominal idling speed.
After operating dispersion (running in, engine fouling, etc.), the opening cycle ratio value may be close to the high or
low values.
The adaptive correction PR090 Idling speed regulation programming value on the idling speed opening cycle
ratio compensates for the gradual variations in the engine's air requirement, by bringing the idling speed opening
cycle ratio back to an average nominal value.
This adjustment only takes effect if the coolant temperature is above 75 °C, 1 minute after starting the engine and
during the idle speed regulation phase.
Idling speed setpoint calculation:
The idling speed setpoint is given by parameter PR010 Idle speed regulation valve setpoint.
The idling speed regulation setpoint depends on the coolant temperature, the depollution programming, the climate
control requirements, the position of the gearbox selector, any power assisted steering action, the passenger
compartment heating resistors, the oil temperature (engine protection) and the electricity balance calculated by the
injection software (the engine speed is increased by 160 rpm maximum if the battery voltage remains below 12.7 V).
Richness management
For optimal operation of the catalytic converter, the richness must be maintained around 1.
Richness regulation is controlled by the upstream sensor. The sensor gives voltage according to the difference
between the partial oxygen pressures contained in the exhaust and a cavity filled with a reference mixture
(atmosphere).
As the partial oxygen pressure in the exhaust is representative of the richness, the voltage supplied to the computer
represents a Rich - Lean signal.
Adaptive richness correction:
In loop mode, the richness regulation corrects the injection duration in order to obtain a mixture which is as close as
possible to a richness of 1. The richness correction value PR138 Richness correction is close to 50 %, with limits
of 0 and 100 %.
The richness adaptive corrections PR143 Self-adapting richness gain and PR144 Self-adapting richness offset
are used to offset the injection mapping to centre richness regulation on 50 %.
Adaptive corrections take 50 % as an average value after computer initialisation (clearing the programming) and have
the following limit values:

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 - 14
PETROL INJECTION
Fault finding - System operation
17B
17B - 14V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
3. OBD management
Managed OBD programming is as follows:
– catalytic converter operational fault finding,
– upstream oxygen sensor operational fault finding,
– misfiring fault finding with two levels of detection: pollutant misfiring and catalytic converter breakage
misfiring,
– fuel supply system fault finding.
The misfiring and fuel supply system fault finding is performed continuously.
The operational fault finding for the upstream sensor and the catalytic converter can be only be carried out once per
journey, and can never occur at the same time.
OBD fault manager:
The OBD faults manager does not replace or modify conventional electrical fault management. Perform to comply
with OBD standard.
The requirements are:
●storing OBD faults,
●illuminate the OBD warning light for all faults where the OBD emission thresholds are exceeded,
●flash the OBD warning light for misfire faults damaging the catalytic converter.
Operating principle.
If a fault is detected and confirmed during 3 consecutive journeys then:
●an OBD stored fault is raised,
●the OBD fault warning light receives a request to be lit continuously. This request is only recognised if the
fault in question is authorised to activate the OBD warning light.
To deactivate the warning light, no OBD faults should be detected for 3 consecutive journeys.
The electrical fault finding checks taken into consideration by the OBD faults manager are as follows:
– pressure,
– turbocharging pressure,
– coolant temperature,
– air temperature
– upstream sensor,
– downstream sensor,
– upstream sensor heating,
– downstream sensor heating,
–injector1,
–injector2,
–injector3,
–injector4,– ignition coil 1,
– ignition coil 2,
– ignition coil 3,
– ignition coil 4,
– petrol pump,
– wastegate,
– canister bleed,
– air line system,
– turbocharging system
– pinking sensor,
– camshaft dephaser.

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 - System operation
17B
17B - 20
PETROL INJECTION
Fault finding - System operation
17B
17B - 20V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
8. Mileage travelled with fault
These two parameters PR105 Distance travelled with OBD fault warning light on and PR106 Distance travelled
with fault warning light on are used to count the distance travelled with one of the injection fault warning lights lit:
level 1 fault warning light (amber) as well as the OBD warning light.
These counters can be reset to 0 using the diagnostic tool (clear faults command).
9. Inter-system engine functions
The inter-system connections concerning the particular requirements of engine management are as follows:
–OBD warning light illumination request by the instrument panel computer to prevent a pollution fault,
–level 1 warning light illumination request to warn of an operating safety fault relating to the injection system,
–level 2 warning light illumination request to warn of an operating safety fault or provide an engine
overheating alert,
– request for fan assembly activation for engine cooling, but also for the air conditioning and automatic
gearbox,
– air conditioning compressor shut-down request for engine programming requirements such as pulling away,
performance, anti-stalling, overspeed, etc.
– passenger compartment heating resistor shut-down or fixing request for engine programming requirements
such as pulling away, performance, anti-stall, overspeed, etc.

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

PETROL INJECTION
Fault finding - Configurations and programming17B
17B - 29
17B
17B - 29V9 MR-372-J84-17B050$235.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
2. PROGRAMMING
Programming the flywheel target
– Decelerate a first time with injection cut-off (i.e. feet off the brake, accelerator pedal and clutch pedals) between
3500 and 3000 rpm, in 3rd gear for a manual gearbox and 2nd for automatic transmission, for at least 5 seconds.
– Decelerate a second time with injection cut-off (i.e. feet off the brake, accelerator pedal and clutch pedals) between
2400 and 2000 rpm for K4 engines and between 1800 and 1400 rpm for R4R engines, in 3rd gear for a manual
gearbox and 2nd for automatic gearbox, for at least 5 seconds.
Check the programming using ET089 Flywheel target programming.
Programming the throttle end stops
When replacing the computer or the motorised throttle valve, with the ignition on, wait 30 seconds so that the
computer may program the MAX and MIN limits, then switch off the ignition and wait 30 seconds for the end of the
Power Latch, so that the computer may store the programmed limits.
Check the programming using ET051 Throttle stop programming.
* This is the moment when, during deceleration with no load, the engine drops to idling speed and recovers torque. LC158Air conditioning heating resistor management
→WITH
→NONE
LC162Controlled coolant thermostat
→WITH
→NONE
LC170Electric coolant pump
→WITH
→NONE

PETROL INJECTION
Fault finding - Fault summary table
17B
17B-32
PETROL INJECTION
Fault finding - Fault summary table
17B
17B-32V9 MR-372-J84-17B050$282.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Tool faultAssociated
DTC codeDescriptionLevel 2 fault
warning light
(Red brake
warning light)Level 1 fault
warning light
(Orange
injection
warning light)No warning
light onOBD
warning light
DF102 2502Signal: power sig.*
available1.DEF
DF105 0585Cruise control/
speed limiter on/off
circuit1.DEF
DF106 0575Cruise control/
speed limiter
function selectors
on steering wheel1.DEF
DF109 0313Low fuel level
misfiring1.DEF/
2.DEF/
3.DEF
DF119 0340Camshaft sensor
signal1.DEF/2.DEF/
3.DEF/4.DEF
DF126 1604Passenger
compartment
heating resistor
(RCH)1.DEF
DF138 0830 Clutch pedal switch 1.DEF
DF154 0335Flywheel signal
sensor circuit1.DEF/2.DEF/
3.DEF
DF196 0225Pedal sensor
circuit gang 11.DEF
CO/CC.0/
CC.1CO/CC.0/
CC.1
2.DEF
DF198 2120Pedal sensor
circuit gang 2CO
CC.0/ CC.1CO
CC.0/ CC.1
DF228 0504 Brake signal 1.DEF/2.DEF
DF232 0530Refrigerant
pressure sensor
circuit1.DEF
DF361 0351Ignition coil control
- cylinders 1 - 4CO.0/CC.1
1.DEFCO.0/CC.1
1.DEF
DF362 0352Ignition coil control
- cylinders 2 - 3CO.0/CC.1
1.DEFCO.0/CC.1
1.DEF
DF377 C115Petrol↔ LPG
connection1.DEF/2.DEF
DF394 0420Catalytic converter
operating fault1.DEF/
2.DEF
DF398 0170Fuel circuit
operating faultCO/ 1.DEF