2011 RENAULT SCENIC engine

13B-15
MR-372-J84-13B200$108.mif
V13
DIESEL INJECTION
Fault finding – System operation
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
Passenger Compartment Heating Resistor Management (Mégane II only):
In order to reduce the time required to heat up the passenger compartment, the vehicle is fitted with Passenger
Compartment Heating resistors (RCH). These passenger compartment heating resistors are run and controlled by
the UCH. The injection computer authorises or prohibits the operation of the passenger compartment heating
resistors according to the operating phases and engine power needs.
Cruise control/speed limiter management:
The vehicle cruise control function, when activated, allows you to keep the vehicle speed at a selected value
regardless of the driving conditions encountered.
Using the control buttons, the driver can increase or reduce the speed of the vehicle.
If the driver wishes to exceed the cruising speed, he may:
– depress the accelerator pedal and exceed the cruising speed (the vehicle will return to the initial cruising speed
once the driver takes his foot off the pedal),
– press the system control buttons.
The cruise control function can be deselected either by:
– the system control buttons,
– deactivating the cruise control switch,
– when system events are detected, such as the brake pedal or clutch being depressed,
– when system errors are detected such as an inconsistent vehicle speed.
The cruise function can also be temporarily disabled when the driver wants to increase speed by depressing the
accelerator pedal. The cruising speed is resumed when the driver releases the accelerator pedal.
The vehicle will then attempt to reach the cruising speed at a controlled acceleration rate.
It is possible to reactivate the vehicle speed control and resume the last cruising speed after deactivation (computer
supply not cut off).
When activated (using the selection switch) the vehicle speed limiter function limits the vehicle speed to
a preselected value. The driver controls the vehicle in the normal way using the accelerator pedal until the limit
speed is reached.
If an attempt is made to exceed this speed, the system ignores the pedal request and controls the vehicle speed in
the same way as the cruise control function, provided that the driver keeps the accelerator pedal sufficiently
depressed.
As with the cruise control function, the cruising speed can be altered using the control buttons by pressing briefly or
keeping the switch pressed.
For safety reasons, the limit speed can be exceeded by depressing the accelerator pedal beyond the pedal position
limit value. The vehicle speed is then totally controlled as a function of pedal position until the speed falls back below
the cruising speed when the speed limiter function will once again be reactivated.
If the driver wishes to exceed the cruising speed, he may:
– exceed the accelerator pedal's kickdown point,
– increase the limit speed by pressing or pressing and holding the limit speed switch.
The speed limiter function can be deselected either:
– the system control buttons,
– by switching off the speed limiter switch,
– when system events are detected, such as the brake pedal or clutch being depressed,
– when system errors are detected such as an inconsistent vehicle speed.

13B-16
MR-372-J84-13B200$108.mif
V13
DIESEL INJECTION
Fault finding – System operation
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
Exhaust gas recirculation management
The exhaust gas recirculation system comprises a direct current EGR valve controlled by an H bridge in the
computer. This system has a built-in valve position feedback potentiometer.
The EGR valve is controlled in a closed loop on the change in the air flow measured by the flow sensor.
The potentiometer is used in the fault finding procedure for the EGR valve position.
Catalysed particle filter management:
The particle filter prevents the escape of carbon particles emitted by the engine but not yet removed from the
exhaust gases.
The particle filter is a microporous structure containing channels arranged so as to force-filter the exhaust gases.
The exhaust system consists of several components:
– an oxidation catalytic converter mounted after the turbocharger. This catalytic converter ensures that HC/CO
levels meet current standards by generating the heat (rise in exhaust temperature caused by catalysis) required
for particle filter regeneration,
– a catalysed particle filter located under the bodywork;
– A differential pressure sensor to inform the computer about the pressures upstream and downstream of the
particle filter and a temperature sensor upstream and downstream of the particle filter,
– a turbine upstream temperature sensor.
As the vehicle is being driven, the particle filter gets loaded with particles (soot). Using a given weight of soot
determined by computer mapping, regeneration mode can be triggered when the maximum weight of soot in the
particle filter is reached and the correct engine operating conditions are met (coolant temperature, etc.).
Particle filter regeneration consists of burning the particles of soot that have accumulated in the filter.
The differential pressure sensor measures the particle filter inlet/outlet pressure difference, this value makes it
possible to calculate the weight of soot present in the particle filter using computer mapping: (soot weight = pressure
differential depending on the exhaust volume flow rate).
If all the criteria are met, the computer enters regeneration mode. The injection programming is then adjusted in
order to raise the target exhaust gas temperature between 550 and 650°C.
This temperature allows the particles accumulated in the filter to be partially or completely burnt (regenerated).
Regeneration efficiency depends on the particle filter inlet temperature and the time spent in regeneration mode.
Regeneration may be automatically triggered when driving if the soot content is below:
Vdiag 58 and 5C: 74 g for Scénic II F9Q804
66 g for Mégane II F9Q804
66 g for Scénic F9Q803
Vdiag 50: 45 g for Scénic II and Mégane II
If the weight of soot is greater than the values above or if regeneration when driving has not been carried out, the
user will have to request an After-Sales regeneration.
Regeneration may be carried out automatically when driving if the weight of soot is less than 56 g and if the number
of regeneration attempts when driving is less than 10 (only for Vdiag 1C and 20).

13B-17
MR-372-J84-13B200$108.mif
V13
DIESEL INJECTION
Fault finding – System operation
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
If regeneration whilst driving has not been possible, the driver should request After-Sales regeneration in the
following cases:
– the soot weight is greater than 56 g for Vdiag 18.
– the soot weight is greater than 59 g or the number of failed regenerations is greater than 10 for Vdiag 1C
and 20.
This regeneration is carried out in the workshop. It is essential to follow the instructions described in the
interpretation of commands SC017 Particle filter regeneration. To carry out regeneration safely (see Te c h n i c a l
Note 5040A, Recommendations for particle filter regeneration).
Warning light management:
Instrument panel display
The computer manages the data display on the instrument panel relating to engine operation. This involves six
functions:
– the pre-postheating warning light,
– the coolant temperature warning light or warning message;
– the level 1 fault warning light (non-critical fault),
– the level 2 fault warning light (emergency stop),
– the OBD warning light (European On Board Diagnostic),
– particle filter warning message or light.
These six functions are represented by 4 or 5 warning lights and/or messages displayed by the trip computer.
In addition, for vehicles fitted with a voice synthesiser the illumination of some warning lights may be accompanied
by a spoken message (refer to the Driver's Handbook for the vehicle concerned).
A 3 second visual inspection (automatic test procedure managed by the instrument panel) is carried out by the
injection computer when the ignition is switched on.
Orange pre-post heating/non-critical fault SERVICE warning light (level 1)
This light is used both as an in-operation indicator light and as a system fault indicator:
– Continuously lit with + after ignition feed:
Indicates plug preheating (this light goes out when preheating is complete and the engine is able to start).
– Continuously lit accompanied by the message Check injection or Electronic fault:
Indicates a level 1 fault (involving operation of the injection system in defect mode).
The driver should carry out repairs as soon as possible. IMPORTANT
The particle filter must be replaced after a period of time which largely depends on the grade of engine oil used.
This information is provided in the vehicle's Driver's handbook.
After replacing the particle filter, it is essential to reconfigure certain parameters in the computer (see SC036
Reinitialise programming).

13B-18
MR-372-J84-13B200$108.mif
V13
DIESEL INJECTION
Fault finding – System operation
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
Temperature warning light/red EMERGENCY STOP (level 2)
This indicator light is used both as an in-operation indicator light and as a system fault warning light. It lights up for
3 seconds after the ignition is switched on (automatic test procedure managed by the instrument panel):
– Continuously or intermittently lit, accompanied by the message Engine overheating:
Indicates engine overheating (the driver is free to choose whether or not to stop the vehicle).
–For Vdiag 50, 58 and 5C: continuously lit, accompanied by the message faulty injection:
Indicates a level 2 fault (in this case, the injection is automatically cut after a few seconds).
The driver should carry out repairs as soon as possible.
–For Vdiag 18, 1C and 20: continuously lit, accompanied by the message Injection fault: stop the engine and by
a bleep, this indicates a level 2 fault.
In that case, the vehicle must be stopped immediately (when traffic conditions allow).
The driver should carry out repairs as soon as possible.
ORANGE OBD excess pollution warning light
An engine symbol accompanied by the message Check emission control.
This warning light comes on if the system has one or more OBD faults.
This warning light is used to alert the driver of any injection faults that could lead to excessive pollution, or if the
EOBD system has been deactivated.
The injection computer requests illumination of the OBD warning light for a present fault only after three consecutive
driving cycles.
If it flashes, reduce the engine speed until the flashing stops.
The driver should carry out repairs as soon as possible.
The 3 second visual inspection when the ignition is switched on (automatic test procedure managed by the
instrument panel) is carried out by the injection computer.
Special particle filter ORANGE warning light or warning message (depending on instrument panel)
– Vdiag 50, 58, 5C:
This warning light or message is used to warn the driver that the particle filter is clogged or a significant number of
failed regenerations while driving due to driving conditions not being favourable for regeneration.
Table of thresholds:
EnginePR383 Weight of soot in the
particle filterPR848 Number of failed
regenerations
Scénic II Mégane IIScénic II Mégane II
F9Q804 Vdiag 5035 35 3
F9Q803 Vdiag 58 and 5C50
7
F9Q804 Vdiag 58 and 5C58 50 7

13B-19
MR-372-J84-13B200$108.mif
V13
DIESEL INJECTION
Fault finding – System operation
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
– Vdiag 18, 1C, 20:
This warning light or message is used to warn the driver that the particle filter is loaded with particles. This happens
when the soot weight is greater than 46 g or the number of failed regenerations is greater than:
– 8 for Vdiag 18.
– 6 for Vdiag 1C and 20.
The driver must then drive as soon as possible at an average speed of 48 mph (80 km/h) subject to the road
conditions and authorised speed limits.
EOBD management. (European On Board Diagnostic):
The OBD (On Board Diagnostic) system permits the detection of any faults relating to the vehicle emission control
system (OBD EURO IV emission control standards being exceeded).
This system should be active for the entire life of the vehicle.
1. OBD fault display conditions
An OBD fault will be detected after 3 driving cycles and the following parameters will be saved in the computer:
– engine load,
– vehicle speed
– air temperature
– coolant temperature,
– turbocharging pressure,
– rail pressure,
– air flow,
– distance travelled in miles by the vehicle since activation of the OBD warning light.
It allows the driver to know whether the vehicle has a fault directly linked to the emission control system.

13B-20
MR-372-J84-13B200$108.mif
V13
DIESEL INJECTION
Fault finding – System operation
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
2. System faults displayed by the OBD
Only a few faults are displayed by the OBD system:
– DF001 Coolant temperature sensor circuit.
– DF003 Atmospheric pressure sensor circuit.
– DF011 Sensor supply voltage no. 1.
– DF012 Sensor supply voltage no. 2.
– DF013 Sensor supply voltage no. 3.
– DF038 Computer in 6.DEF EEPROM fault.
– DF040 Cylinder 1 injector circuit in CO Open circuit.
– DF041 Cylinder 2 injector circuit in CO Open circuit.
– DF042 Cylinder 3 injector circuit in CO Open circuit.
– DF043 Cylinder 4 injector circuit in CO Open circuit.
– DF054 Turbocharging solenoid valve control circuit in CC.0 Short circuit to earth.
– DF056 Air flowmeter circuit.
– DF209 EGR valve position sensor circuit.
– DF310 Particle filter upstream temp.* sensor.
– DF315 Particle filter diff.* pressure sensor.
– DF504 Automatic transmission.
– DF621 EGR valve jammed open.
– DF717 Particle filter upstream pressure.
– DF953 Particle filter absent.
Some repair operations require programming to ensure that certain engine components function correctly.
Follow the programming procedures (see Replacement of components), if replacing the exhaust gas
recirculation valve or an injector.
3. OBD fault clearing conditions
An OBD fault is cleared in several steps.
The fault present in the diagnostic tool will only be stored (after a repair operation) after the vehicle has been
driven 3 times.
The OBD warning light will only go out after these 3 trips.
The instrument panel warning light coming on does not automatically mean that the system has a fault.
In order for the OBD fault and display parameters to be cleared from the computer, the system requires
40 engine heating cycles.
An engine heating cycle is a driving cycle during which:
– the engine coolant temperature reaches at least 71.1°C,
– the engine coolant temperature varies by 22.2°C in relation to the engine starting temperature.
If one of these conditions is not fulfilled, the OBD fault will still be present or stored on the injection
computer.
* diff: differential
* temp: temperature

13B-21
MR-372-J84-13B200$144.mif
V13
13B
DIESEL INJECTION
Fault finding – Replacement of components
COMPUTER REPLACEMENT OR REPROGRAMMING
Two operations must be performed when replacing or reprogramming the computer:
SC003 Save computer data and SC001 Enter saved data.
– Run command SC003 Save computer data before replacing or reprogramming the computer. This enables
certain data to be saved in the diagnostic tool so that the new computer* can be reconfigured like the old one.
The saved data includes: injector codes, EGR programming, specific data for particle filter operation and vehicle
options.
– Run command SC001 Write saved data after replacing or reprogramming the computer. This command
enables the data (saved by the command SC003 Save computer data) to be rewritten in the new computer*.
If you cannot establish dialogue with the computer being replaced: you will not be able to save anything.
After replacing the computer:
– Manually enter the IMA codes for each injector by reading the code on each injector (see 13B, Diesel injection,
Replacement of components, Injector replacement).
– Enter the data specific to particle filter operation by running SC036 Reinitialise programming and select After
replacing the injection computer with no save option.
Exhaust gas recirculation valve data is programmed automatically the 1st time the new computer is switched on*.
* New computer or reprogrammed computer.
Specific to the cruise control/speed limiter operation to be carried out before reprogramming of the
computer:
Before reprogramming the injection computer, move the main cruise control/speed limiter switch to the rest
position. The information about the cruise control or the speed limiter displayed on the instrument panel
disappears.
Otherwise, if the main switch remains in the cruise control or speed limiter position during and after reprogramming,
the Cruise control/Speed limiter function will not be operational.
The procedure for resetting the function is as follows:
– Vehicle ignition on.
– Position the cruise control/speed limiter switch in the rest position (the computer then detects the rest position).
– Position the cruise control/speed limiter switch in the Cruise control position to activate the Cruise control
function.
– Position the cruise control/speed limiter switch in the Speed limiter position to activate the Speed limiter function. IMPORTANT
– Switch on the diagnostic tool (mains or cigarette lighter supply).
– Connect a battery charger.
– Cut off all the electrical consumers (lights, interior lighting, air conditioning, radio CD, etc.).
– Wait for the engine to cool (engine coolant temperature < 60° and air temperature < 50°).
– For Vdiags 50, 58, 5C, during (re)programming of the computer, the engine fan assemblies are actuated
automatically.
– For Vdiags 18, 1C, 20, during (re)programming of the computer, the instrument panel screen displays
“Oil pressure fault”.
– Ignore this message and do not take any action in connection with it.
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
MR-372-J84-13B200$144.mif

13B-23
MR-372-J84-13B200$144.mif
V13
DIESEL INJECTION
Fault finding – Replacement of components
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
REPLACING THE INJECTORS
After replacing one or more injectors, re-enter the IMA codes.
The system must be configured via the diagnostic socket using the RENAULT CLIP diagnostic tool.
PROCEDURE to be followed after replacing one or more injectors:
– make a note of the IMA code(s) engraved on the injector body,
– enter these codes in the computer using command SC002 Enter injector codes, then follow the instructions
given by the diagnostic tool,
– once the command has finished,
– switch off the ignition,
–wait 1 minute before switching on the ignition again,
– return to fault finding mode,
– select the function "Computer identification" on the main screen,
– check that the injector codes entered into the computer match those found on the bodies of the injectors:
– if the codes do not match, repeat the procedure for command SC002 Enter injector codes.
– if the codes do match, check the system faults and clear any stored faults,
– otherwise, deal with faults that are present and clear the faults in the computer memory.
Carry out a road test followed by another check with the diagnostic tool.
End of operation.Note:
The IMA coding (individual injector correction) is a calibration made in production on each injector to adjust
the flow accurately.
These correction values are etched onto the Bakelite body of each injector (6 alphanumeric characters) and then
entered into the computer, which then controls each injector taking into account their manufacturing variance.
IMPORTANT
Cylinder no. 1 is located on the flywheel end.
IMPORTANT
Engines can only operate correctly if the correct IMA codes have been entered.
If no codes have been entered or if an invalid code has been entered, fault
DF276 Injector code programming is present and the engine will be in defect mode (significant engine
speed restriction).
If another injector’s code has been entered, the system will accept it but will make the wrong correction.
This could lead to engine damage, loss of performance and excessive pollution.
Always use the correct injector codes for the engine cylinder/computer.