2011 RENAULT SCENIC fuel filter

13B-8
MR-372-J84-13B200$036.mif
V13
DIESEL INJECTION
Fault finding – Introduction
EDC16
Program No: C1
Vdiag No: 18, 1C, 20,
50, 58, 5C
13B
6. CLEANLINESS ADVICE TO FOLLOW WHEN CARRYING OUT OPERATIONS ON THE HIGH PRESSURE
DIRECT INJECTION SYSTEM
Risks relating to contamination
The system is highly sensitive to contamination. The risks associated with contamination are:
– damage to or destruction of the high pressure injection system and the engine,
– a component seizing or leaking.
All After-Sales operations must be performed under very clean conditions. This means that no impurities (particles a
few microns in size) should be allowed to penetrate the system during dismantling or get into the circuits via the fuel
unions.
The cleanliness principle must be applied from the filter to the injectors.

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-13
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
Some vehicles have adopted a sensor for detecting water in the diesel fuel, located in the filter. If there is water in
the diesel fuel, the orange "Injection and pre-post heating" warning light will come on.
The system can inject diesel fuel into the engine at a pressure of up to 1600 bar. Before each operation, check that
the injector rail is depressurised and that the fuel temperature is not too high.
You must respect the cleanliness guidelines and safety advice specified in this document for any work on the high
pressure injection system.
Do not remove the internal parts of the pump and injectors. Only the flow actuator, the diesel temperature sensor
and the Venturi tube can be replaced.
For safety reasons, do not loosen high pressure pipe unions when the engine is running.
It is not possible to remove the pressure sensor from the fuel rail because this may cause circuit contamination
faults. If the pressure sensor fails, the pressure sensor, the rail and the five high pressure pipes must be replaced.
Do not remove an injection pump pulley marked with the number 070 575. If the pump needs to be replaced, replace
the pulley.
Supplying any system component directly with +12V is prohibited.
Ultrasonic decoking and cleaning are prohibited.
Never start the engine unless the battery is connected correctly.
Disconnect the injection computer when carrying out any welding work on the vehicle.
b)The connections between the vehicle's various computers are multiplexed.
The electronic system fitted in this vehicle is multiplexed. This system enables dialogue between the various vehicle
computers. As a result:
– the activation of the fault warning lights on the instrument panel is performed by the multiplex network, with the
vehicle speed sensor on the gearbox deactivated,
– vehicle faults are displayed by the multiplex network,
– the vehicle speed sensor on the gearbox is not needed.
The vehicle speed signal on the instrument panel is transmitted by the ABS computer via a wire connection, then
sent out on the multiplex network by the instrument panel. The vehicle speed signal is used mainly by the injection
computer and the airbag computer.WARNING
The engine must not operate with:
– Diesel fuel containing more than 10% diester.
– petrol, even in tiny quantities.

13B-84
MR-372-J84-13B200$288.mif
V13
DIESEL INJECTION
Fault finding – Interpretation of faults
EDC16
Program No.: C1
Vdiag no.: 18, 1C, 20,
50, 58, 5C
13B
DF053
CONTINUED 4
2.DEF A
8.DEF
NOTESNone
Check the rail pressure regulator connectors.
Check the injection computer connections.
Check the low pressure circuit by running test 3 Low pressure circuit check.
Check the conformity of the fuel used by running test 11 Diesel fuel conformity check.
Check the overpressure valve, run test 12 Incorrect operation of the overpressure valve.
Repair if necessary.
Measure the resistance of the pressure regulator between connections 3FB (Mégane II and Laguna II) or 3FB1
(Scénic II) and 3HI.
Replace the injection pump if its resistance is not 3 ohms ± 1 Ω at 20°C.
Check the continuity and absence of interference resistance on the following connections:
– connection code 3HI between components 120 and 1105,
– connection code 3FB (Mégane II and Laguna II) or 3FB1 (Scénic II) between components 1105 and 983
(Laguna II) or 1337 (Mégane II and Scénic II).
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.
In the event of rail overpressure:
Check the operation of the injectors by running test 9 Poor injector operation.
Check that the rail pressure sensor is operating correctly using command AC011 Rail pressure regulator. Check
the conformity of parameter PR038 Rail pressure.
If these checks do not reveal any faults, and if the fault is still present, replace the rail pressure regulator.
in the event of rail underpressure:
Check that the rail pressure sensor is operating correctly using command AC011 Rail pressure regulator. Check
the conformity of parameter PR038 Rail pressure.
Check the low pressure diesel circuit priming.
Check the conformity of the diesel filter connections.
Check the condition of the filter (clogging and water saturation).
Check that there are no air bubbles between the filter and the high pressure pump.
Check the low and high pressure diesel fuel circuit sealing (visual inspections, etc.) pump housing, pressure relief
valve, pipes, rail and injector unions, injector wells, etc.
Check the conformity of the seal fitting on the pressure regulator.
Check the operation of the injectors by running test 9 Poor injector operation.
Carry out the necessary operations.
If the fault is still present replace the rail pressure regulator.
AFTER REPAIRDeal with any faults.
Carry out a road test followed by another check with the diagnostic tool.

13B-94
MR-372-J84-13B200$324.mif
V13
13B
DIESEL INJECTION
Fault finding – Interpretation of faults
DF057
PRESENT
OR
STOREDWATER IN DIESEL FUEL DETECTOR CIRCUIT
NOTESConditions for applying the fault finding procedure to a stored fault:
The fault is declared present after the engine is started or following a road test.
Check the conformity and quality of the fuel by running test 11 Diesel fuel conformity check.
Check the sealing of the tank and the low pressure circuit by running test 3 Low pressure circuit check.
A. Check that the water in diesel detection sensor is correctly connected.
– If not, clear the fault,
– carry out a road test (speed > 12 mph (20 km/h) and engine speed > 1200 rpm) for more than 30 seconds.
– If the fault does not reappear, end of fault finding procedure.
– If the fault reappears, go to step C.
b) If the water detection sensor is not present:
–Insulate the electrical connector not connected to the vehicle (risk of humidity, oxidation, and erratic
appearance of faults).
Check that the configuration reading LC065 Water in diesel fuel sensor is WITHOUT.
If LC065 Water in diesel fuel sensor is WITH, run command RZ005 Programming to reinitialise the vehicle
configurations.
– Clear the faults.
– Carry out a road test (speed > 12 mph (20 km/h) and engine speed > 1200 rpm) for more than 30 seconds.
– If the fault does not reappear, end of fault finding procedure.
c) If the sensor is correctly connected:
– Bleed the diesel filter unit (see MR 395 (Laguna II), 370 (Scénic II) or 364 (Mégane II), Mechanical, 13A, Fuel
supply).
– Clear the fault.
– Carry out a road test (speed > 12 mph (20 km/h) and engine speed > 1200 rpm) for more than 30 seconds.
–If the fault does not reappear, end the fault finding procedure.
d)If the fault reappears:
– Check the continuity and absence of interference resistance on connection 3WT between components 414
and 120.
AFTER REPAIRDeal with any faults.
Carry out a road test followed by another check with the diagnostic tool.
EDC16_V50_DF057/EDC16_V58_DF057/EDC16_V5C_DF057/EDC16_V18_DF057/EDC16_V1C_DF057/EDC16_V20_DF057EDC16
Program No.: C1
Vdiag no.: 18, 1C, 20,
50, 58, 5C
MR-372-J84-13B200$324.mif

13B-95
MR-372-J84-13B200$324.mif
V13
DIESEL INJECTION
Fault finding – Interpretation of faults
EDC16
Program No.: C1
Vdiag no.: 18, 1C, 20,
50, 58, 5C
13B
DF057
CONTINUED
Check the supply of the water detection sensor between connections 3FB and N.
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 none of these checks reveal any faults:
– Replace the water detection sensor (see MR 395 (Laguna II), 370 (Scénic II) or 364 (Mégane II), Mechanical,
13A, Fuel supply).
– Clear the fault.
– Carry out a road test (speed > 12 mph (20 km/h) and engine speed > 1200 rpm) for more than 30 seconds
to confirm the repair.
Note:
If the level of water in the fuel filter unit is lower than the sensor electrodes, certain driving conditions (turns, hills)
may cause erratic illumination of the injection fault warning light.
AFTER REPAIRDeal with any faults.
Carry out a road test followed by another check with the diagnostic tool.

13B-154
MR-372-J84-13B200$360.mif
V13
DIESEL INJECTION
Fault finding – Interpretation of faults
EDC16
Program No.: C1
Vdiag no.: 18, 1C, 20,
50, 58, 5C
13B
DF778
PRESENT
OR
STOREDTURBINE UPSTREAM TEMPERATURE REGULATION
1.DEF: Measured temperature too high
2.DEF: Parameter at maximum limit
NOTESConditions for applying the fault finding procedure to a stored fault:
The fault becomes present if:
– the engine is started with a speed greater than 1750 rpm and a fuel flow greater
than 30 mg/st,,
– a road test.
Special notes:
If the fault is present:
– particle filter regeneration is inhibited,
– the vehicle performance is reduced,
–the level 1 warning light is lit.
IMPORTANT
This fault can result in a rapid and significant fouling of the particle filter.
AFTER REPAIRDeal with any faults.
Carry out a road test followed by another check with the diagnostic tool.
EDC16_V50_DF778/EDC16_V58_DF778/EDC16_V5C_DF778/EDC16_V18_DF778/EDC16_V1C_DF778/EDC16_V20_DF778