2011 RENAULT SCENIC charging

13B-11
MR-372-J84-13B200$108.mif
V13
13B
DIESEL INJECTION
Fault finding – System operation
System outline
The high pressure injection system is designed to deliver a precise quantity of diesel fuel to the engine at a set
moment.
It is fitted with a 112-track BOSCH EDC16 C3 type computer.
The system comprises:
– a priming bulb on the low pressure circuit,
– a diesel filter,
– a high pressure pump with a built-in low pressure pump (transfer pump),
– a high pressure regulator mounted on the pump,
– an injector rail,
– a diesel fuel pressure sensor built into the rail,
– four solenoid injectors,
– a coolant temperature sensor,
– a cylinder reference sensor,
– an engine speed sensor,
– a turbocharger pressure sensor,
– an accelerator pedal potentiometer,
– an EGR solenoid valve,
– an atmospheric pressure sensor integrated into the injection computer,
– an air flowmeter with an air temperature sensor,
– a turbocharging pressure limitation solenoid valve,
– a motorised damper valve,
– a particle filter,
– a particle filter differential pressure sensor,
– a particle filter upstream temperature sensor,
– a particle filter downstream temperature sensor,
– a temperature sensor upstream of the turbine,
– four thermoplungers
The common rail direct high pressure injection system works sequentially (based on the petrol engine multipoint
injection).
This injection system reduces operating noise, reduces the volume of pollutant gases and particles and produces
high engine torque at low engine speeds thanks to a pre-injection procedure.
The high pressure pump generates the high pressure and transmits it to the injector rail. The actuator located on the
pump controls the quantity of diesel fuel supplied, according to the requirement determined by the computer. The rail
supplies each injector through a steel pipe.
MR-372-J84-13B200$108.mif
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C

13B-12
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
a) The computer:
Determines the value of injection pressure necessary for the engine to operate correctly and then controls the
pressure regulator.
Checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on the
rail.
It determines the injection timing required to deliver the right quantity of diesel fuel and the moment when injection
should start. Controls each injector electrically and individually after determining these two values.
The flow injected into the engine is determined by:
– the duration of injector control,
– the rail pressure (regulated by the computer),
– the injector opening and closing speed,
– the needle stroke (determined by a constant for the type of injector),
– the nominal hydraulic flow of the injector (specific to each injector).
The computer manages:
– idling regulation,
– exhaust gas flow reinjection to the inlet (EGR),
– fuel supply check (advance, flow and rail pressure),
– the fan assembly control,
– the air conditioning (cold loop function),
– the cruise control/speed limiter function,
– pre-post heating control,
– indicator lights control via the multiplex network,
– the operation of the catalysed particle filter.
The high pressure pump is supplied at low pressure by an integrated low pressure pump (transfer pump).
It supplies the rail, the pressure of which is controlled by the fuel flow actuator (MPROP) for charging, and for
discharging by the injector valves. This compensates for pressure drops. The flow actuator allows the high pressure
pump to supply the exact quantity of diesel fuel required to maintain the pressure in the rail. This component
minimises the heat generated and improves engine output.
In order to discharge the rail using the injector valves, the valves are controlled by brief electrical pulses which are:
– short enough not to open the injector (passing through the feedback circuit from the injectors),
– long enough to open the valves and discharge the rail.

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-27
MR-372-J84-13B200$216.mif
V13
13B
DIESEL INJECTION
Fault finding – Fault summary table
WARNING LIGHT MANAGEMENT:
Management of instrument panel warning lights according to the faults notified.
Tool
faultDiagnostic tool titleAssociated
DTCLevel 1 fault
warning light
(Orange
heater plugs
"on" indicator
light)Level 2 fault
warning light
(Red
overheating
warning light)No fault
warning
light onOBD
warning
light lit
DF001Coolant temperature
sensor circuit115 CO.1/CC.0CO.1/
CC.0
DF003Atmospheric pressure
sensor circuit1051.DEF/2.DEF/
3.DEF1.DEF/
2.DEF/
3.DEF
DF004Turbocharging
pressure sensor
circuit235CO.0/CC.1/
1.DEF
DF005Engine speed sensor
circuit335 1.DEF/2.DEF
DF007Rail pressure sensor
circuit190CO.1/CC.0/
1.DEF
DF008Pedal potentiometer
circuit gang 1225CO.0/CC.1/
1.DEF2.DEF
DF009Pedal potentiometer
circuit gang 22120CO.0/CC.1/
1.DEF
DF011Sensor feed voltage
no. 1641 1.DEF/2.DEF1.DEF/
2.DEF
DF012Sensor feed voltage
no. 2651 1.DEF/2.DEF1.DEF/
2.DEF
DF013Sensor supply voltage
no. 3697 1.DEF/2.DEF1.DEF/
2.DEF
DF015Main relay control
circuit685 1.DEF/2.DEF
DF017Pre-postheating unit
control circuit380CC.0/CC.1/CO/
1.DEF
DF025Pre-postheating unit
diagnostic line670 X
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
MR-372-J84-13B200$216.mif

13B-29
MR-372-J84-13B200$216.mif
V13
DIESEL INJECTION
Fault finding – Fault summary table
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
Tool
faultDiagnostic tool titleAssociated
DTCLevel 1 fault
warning light
(Orange
heater plugs
"on" indicator
light)Level 2 fault
warning light
(Red
overheating
warning light)No fault
warning
light onOBD
warning
light lit
DF047Computer feed voltage 615 1.DEF
DF049Refrigerant sensor
circuit530 CC.1/CO.0
DF050Brake switch circuit 5711.DEF/
2.DEF
DF051Cruise control/speed
limiter function5751.DEF/
2.DEF/
3.DEF
DF053Rail pressure
regulation function89 3.DEFCC.0/CC.1/CO/
1.DEF/2.DEF/
4.DEF/5.DEF/
6.DEF/7.DEF
DF054Turbocharging
solenoid valve control
circuit33CO/CC.0/CC.1/
1.DEF/
2.DEF/3.DEF
4.DEF/5.DEFCC.0
DF055Turbocharging
pressure regulation
circuit243 1.DEF/2.DEF
DF056Air flow sensor circuit 100CO.0/CC.1/
1.DEF/2.DEFCO.0/
CC.1/
1.DEF/
2.DEF
DF057Water in diesel fuel
detector circuit2264 X
DF058Oil temperature sensor
circuit195CC.0/
CO.1
DF059Misfiring on cylinder 1 301 X
DF060Misfiring on cylinder 2 302 X

13B-34
MR-372-J84-13B200$252.mif
V13
DIESEL INJECTION
Fault finding – Interpretation of faults
EDC16
Program No.: C1
Vdiag no.: 18, 1C, 20,
50, 58, 5C
13B
DF003
PRESENT
OR
STOREDATMOSPHERIC PRESSURE SENSOR CIRCUIT
1.DEF: Signal outside upper limit
2.DEF: Signal outside lower limit
3.DEF: Inconsistent signal
NOTESConditions for applying the fault finding procedure to stored faults:
The fault is declared present during engine starting attempts or while the engine is
running.
Special notes:
The atmospheric pressure sensor is integrated into the injection computer and cannot
be separated.
If the fault is present:
– there is light smoke at the exhaust,
– the atmospheric pressure value changes to safe mode, PR035 Atmospheric
pressure = 750 mbar,
– the level 1 warning light is lit,
– the OBD warning light illuminates after three consecutive driving cycles (starting
+ 5 seconds + switch off the ignition and wait 1 minute).
Use bornier Elé. 1681 or Elé. 1590 for all operations on the computer connectors.
Disconnect the injection computer and check the condition of the contacts and connector.
Repair if necessary.
Display the value of parameter PR041 Turbocharger pressure.
If this value is stuck at 750 mbar, refer to interpretation of fault DF004 Turbocharging pressure sensor circuit.
If the fault is still present, contact the Techline.
AFTER REPAIRDeal with any faults.
Carry out a road test followed by another check with the diagnostic tool.
EDC16_V50_DF003/EDC16_V58_DF003/EDC16_V5C_DF003/EDC16_V18_DF003/EDC16_V1C_DF003/EDC16_V20_DF003

13B-35
MR-372-J84-13B200$252.mif
V13
DIESEL INJECTION
Fault finding – Interpretation of faults
EDC16
Program No.: C1
Vdiag no.: 18, 1C, 20,
50, 58, 5C
13B
DF004
PRESENT
OR
STOREDTURBOCHARGING PRESSURE SENSOR CIRCUIT
CO.0: Open circuit or short circuit to earth
CC.1: Short circuit to + 12 V
1.DEF: Inconsistent signal
NOTESConditions for applying the fault finding procedure to stored faults:
The fault is declared present during engine starting attempts or while the engine is
running.
Special notes:
Use bornier Elé.1681 or Elé.1590 for any operation on the injection computer
connectors.
If the fault is present:
– the EGR function is inhibited,
– the turbocharging pressure is in defect mode, PR041 Turbocharging pressure =
750 mbar,
– the level 1 warning light is illuminated.
Order of priority in the event of more than one fault:
Deal with fault first if it is DF011 Sensor feed voltage no. 1 first if it is present or
stored.
IMPORTANT
This fault can result in a rapid and significant fouling of the particle filter.
CO.0
NOTESNone
Check the turbocharger pressure sensor connections.
Check the injection computer connections.
Repair if necessary
Check the continuity and insulation against earth of the following connections:
– connection code 3LQ,
– connection code 3LP.
between components 120 and 1071.
If the connection or connections are faulty and there is a repair method (see Technical Note 6015A, Repairing
electrical wiring, Wiring: Precautions for repair), repair the wiring, otherwise replace it.
If the fault is still present, replace the turbocharging pressure sensor.
AFTER REPAIRDeal with any faults.
Carry out a road test followed by another check with the diagnostic tool.
EDC16_V50_DF004/EDC16_V58_DF004/EDC16_V5C_DF004/EDC16_V18_DF004/EDC16_V1C_DF004/EDC16_V20_DF004