2011 RENAULT SCENIC cooling

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DIESEL INJECTION
Fault finding – List and location of components13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Refrigerant pressure sensor:
This sensor is located on the coolant circuit.
Engine coolant temperature sensor:
This sensor is located on the cylinder head near the engine water chamber.
Air temperature sensor:
The air temperature sensor is located at the air circuit inlet, integrated into the air flowmeter.
Turbocharging pressure sensor solenoid valve:
This solenoid valve is located on the turbocharger.
Catalytic converter:
The catalytic converter is located downstream of the turbocharger.
Fuel temperature sensor:
This sensor is located near the injection pump and injector return.
Cruise control/speed limiter on/off switch:
This switch is located in the passenger compartment to the left of the steering wheel near the lighting dimmer.
Fan unit relay:
The relay is located on the cooling radiator.
Accelerator potentiometer:
The potentiometer is located on the accelerator pedal.
Clutch pedal switch:
The switch is located on the clutch pedal.
Heater plugs:
The heater plugs are located on the cylinder head.
The richness ratio sensor:
The richness ratio sensor is mounted in the turbo outlet.
The turbocharger cooling pump:
This pump is located next to the turbocharger.
Particle filter downstream temperature sensor:
The sensor is located after the particle filter (only on certain F9Q816 engines in Vdiag 48).
Particle filter upstream temperature sensor:
The sensor is located before the particle filter (only on engine type F9Q816).
Particle filter differential pressure sensor:
The sensor is located on the particle filter (only on engine type F9Q816).

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DIESEL INJECTION
Fault finding – Role of components13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Particle filter:
The particle filter retains the particles for destruction during regeneration, preventing these particles from being
discharged into the atmosphere (engine type F9Q816 only).
TDC sensor:
The angular position is measured using a magneto-inductive sensor triggered by the machined teeth on the engine
flywheel. This sensor gives the engine speed as well as the position of the crankshaft for injection.
Camshaft sensor:
This sensor provides a signal to perform the injection cycle.
When the piston for cylinder 1 is at top dead centre (TDC), it may be either at the end of the compression stroke or
at the end of the exhaust stroke. The camshaft sensor makes the distinction between these two states.
Electric coolant pump:
The electric water pump is activated if the coolant temperature has reached a significant temperature threshold
when the engine has stopped.
Role: to cool the turbocharger when the engine is stopped.
Refrigerant pressure sensor:
Its role is to measure the refrigerant pressure in the air conditioning circuit.
Heating elements:
The heating elements heat the engine coolant to improve user comfort (only on certain types of F9Q816 engine
in Vdiag 48).
Engine coolant temperature sensor:
The engine coolant temperature sensor informs the computer of the engine coolant temperature.
Air temperature sensor:
The air temperature sensor is fitted inside the inlet manifold and informs the computer of the temperature of the air
taken in by the engine.
Turbocharging pressure sensor solenoid valve:
This solenoid valve operates the turbocharger wastegate pneumatic circuit to lower the turbocharging pressure.
Catalytic converter:
The role of the catalytic converter is to convert pollutant gases into harmless gases.
Fan unit relay:
This relay controls the activation of the engine cooling fan assembly when a temperature threshold has been
exceeded.
Accelerator potentiometer:
The accelerator potentiometer informs the computer of the position of the accelerator pedal (engine load).

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DIESEL INJECTION
Fault finding – Role of components13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Clutch pedal switch:
The clutch pedal switch informs the computer of the pedal status.
Heater plugs:
The heater plugs preheat the combustion chamber so that the mixture detonation takes place under the best
conditions and thus start the engine.
Injector rail:
The injector rail receives and redistributes the fuel under high pressure to the injectors.
The richness ratio sensor:
The function of the proportional mixture sensor is to reset the injection system drift.
The turbocharger cooling pump:
This pump circulates the coolant to reduce the temperature of the turbocharger.
Particle filter downstream temperature sensor:
This sensor informs the computer of the temperature of the exhaust gases at the particle filter outlet (only on certain
engine types F9Q816 in Vdiag 48).
Particle filter upstream temperature sensor:
This sensor informs the computer of the temperature of the exhaust gases at the particle filter inlet (only engine
typeF9Q816).
Particle filter differential pressure sensor:
A differential pressure sensor monitors the status of the particle filter (particle weight) and triggers regeneration.
Role: To calculate the difference in pressure between the particle filter inlet and outlet (only engine type F9Q816).

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13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
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 BOSCH 128-track computer, type EDC16C36.
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 diesel temperature sensor,
– a coolant temperature sensor,
– a cylinder reference sensor,
– an engine speed sensor,
– a turbocharger pressure sensor,
– an accelerator pedal potentiometer,
– an exhaust gas recirculation solenoid valve,
– a recycled gas cooling solenoid valve,
– an atmospheric pressure sensor integrated into the injection computer,
– an air flowmeter fitted with an air temperature sensor,
– a turbocharging pressure limitation solenoid valve,
– a motorised damper valve,
– a particle filter (F9Q816 engine only),
– a particle filter differential pressure sensor (F9Q816 engine only),
– a temperature sensor upstream of the particle filter (F9Q816 engine only),
– a temperature sensor downstream of the particle filter (only on certain F9Q816 engines in VDiag 48),
– a temperature sensor upstream of the turbine (F9Q816 engine only),
– a richness ratio sensor,
– a turbocharger cooling pump.
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 supplied, according to the demand determined by the computer. The rail
supplies each injector through a steel pipe.
DIESEL INJECTION
Fault finding – Features

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DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Exhaust gas recirculation management:
The EGR (Exhaust Gas Recirculation) system involves removing exhaust gases and reintroducing them into the
inlet.
The exhaust gases are collected in the exhaust manifold (before the turbocharger), then directed to the EGR cooler
and the EGR valve.
EGR cooler
The EGR cooler bypass function cools the gases extracted from the exhaust via a gas-water exchanger and then
reintroduces the gases at the inlet. This cooler is equipped with an all-or-nothing solenoid valve, which enables
gases to be cooled or not cooled, depending on the emission control requirements.
EGR valve
The system comprises a direct current EGR valve and a potentiometer which reports the position of the valve.
A positive command controls its opening (0 → 100%).
The potentiometer serves to control and run fault finding on the valve.
The very first time the engine is started, then each subsequent engine start, the “valve closed” position is
programmed (offset). This value is compared to the very first offset or last programmed offset, for the purposes of
fault finding. It is also used to readjust the valve control function. This is why it is important to associate the EGR
valve to the computer which controls it.
Richness ratio sensor management (only on certain F9Q816 engines in VDiag 48):
The richness ratio sensor is mounted in the turbo outlet.
Its function is to reset the injection system drift.
The injection computer does not control the sensor immediately when the engine has just been started:
–ET300 Richness regulation is INACTIVE,
–PR779 Richness ratio sensor is equal to 1.
After a length of time that depends on the coolant temperature, with the engine running and in the absence of no
load conditions, the injection computer authorises the heating of the sensor:
–ET300 Richness regulation changes to ACTIVE,
– in about ten seconds, the PR778 Richness ratio sensor temperature increases to approximately 780°C,
– then the PR779 Richness ratio sensor displays a value of 0.3 ±0.1 at idle speed.
The turbocharger cooling pump:
Because of its high rotation speed, the turbocharger does not use ball bearings to ensure the pivot connection but
uses a bearing whose friction is reduced thanks to a pressurised film of oil.
When the engine is switched off, the oil is no longer under pressure and no longer provides the pivot connection. A
quantity of oil therefore remains, which collects around the bearing.
When the turbocharger is in operation, the bearing is subjected to high temperatures. After the engine is switched
off, the slow decrease in temperature heats the stagnant oil. This then modifies the viscosity of the oil and therefore
increases the risk of the turbocharger sticking.
To prevent this, a turbocharger coolant pump circulates coolant to lower the temperature of the turbocharger. It is
electrically activated for 5 mins if the engine coolant temperature exceeds 80°C. In addition, the coolant circulation
prevents deterioration of the liquid properties by stopping it collecting under the same temperature constraints as the
oil.

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13B
DF001
PRESENT
OR
STOREDCOOLANT TEMPERATURE SENSOR CIRCUIT
CC.0: Short circuit to earth
CO.1: Open circuit or short circuit to +12 V
NOTESPriorities when dealing with a number of faults:
Deal with fault DF046 Battery voltage first, if it is present or stored.
Conditions for applying the fault finding procedure to stored faults:
The fault is declared present after:
– the ignition is switched on,
– starting the engine,
– a road test.
Special notes:
If the fault is present:
– the engine management overrides the EGR function,
– the coolant temperature: PR064 Coolant temperature is fixed at 118°C, with the
engine running,
– the coolant temperature: PR064 Coolant temperature is fixed at 0°C, with the
engine stopped,
– the preheating phase is greater than 10 seconds,
– the low-speed fan assembly (GMV1) is engaged,
– thermoplunger cut-off in defect mode,
– EGR valve cut-off,
– engine torque limited,
– turbocharger cooling pump actuated,
–ET587 Recycled exhaust gas cooling is ACTIVE.
The level 1 warning light is illuminated.
Use bornier Elé.1681 for any operations on the computer connectors.
Use Wiring Diagram Technical Note, Mégane II ph2, Scénic II ph2.
EDC16C36_V44_DF001/EDC16C36_V4C_DF001/EDC16C36_V48_DF001/EDC16C36_V50_DF001/EDC16C36_V54_DF001/
EDC16C36_V58_DF001
DIESEL INJECTION
Fault finding – Interpretation of faults
AFTER REPAIRDeal with any other faults. Clear the fault memory.
Switch off the ignition until the end of the power-latch phase, and carry out a road test
followed by a check using the diagnostic tool.
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58

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13B
Tool status Diagnostic tool title
ET001+ After ignition computer feed
ET003Engine immobiliser
ET004Air conditioning authorisation
ET007Pre-postheating control
ET014Fan assembly 1 check
ET015Monitor cooling fan 2
ET038Engine
ET039Brake pedal
ET040Clutch pedal
ET042Cruise control/speed limiter
ET076Starting
ET077Impact detected
ET079Air conditioning present
ET104Injector code use
ET120Pre-postheating signal
ET143Low speed fan assembly relay control
ET144High-speed fan assembly relay control
ET205Heating element No. 1 relay control
ET206Heating element No. 2 relay control
ET207heating element No. 3 relay control
ET238Synchronisation
ET300Richness regulation
ET341Immobiliser code programmed
ET405Clutch pedal switch
ET415Deactivation of cruise control/speed limiter
ET651EGR programming cut-off
ET703Cruise control/speed limiter buttons
ET704Brakecontact No. 1
ET705Brakecontact No. 2
DIESEL INJECTION
Fault finding – Status summary table
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58

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DIESEL INJECTION
Fault finding – Interpretation of statuses13B
ET143LOW-SPEED FAN ASSEMBLY RELAY CONTROL
STATUS DEFINITIONThis status indicates whether the low speed fan assembly is active.
NOTESSpecial notes:
Only perform these tests if the statuses do not correspond with the system
programming functions.
If the vehicle is equipped with air conditioning, the engine cooling fan will operate at 1st
speed as soon as the air conditioning compressor is activated.
Use the Mégane II ph2, Scénic II ph2 Technical Note wiring diagram.
Conformity check with engine stopped and ignition on
INACTIVEEngine cold and air conditioning switched off
Conformity check with engine running, engine coolant temperature > 80°C
(heating and air-conditioning off) INACTIVE OR ACTIVE, depending on the engine temperature.
EDC16C36_V44_ET143/EDC16C36_V4C_ET143/EDC16C36_V48_ET143/EDC16C36_V50_ET143/EDC16C36_V54_ET143/
EDC16C36_V58_ET143
AFTER REPAIRCarry out a road test, then check with the diagnostic tool.
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58