2011 RENAULT SCENIC engine coolant

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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).

13B-14V9 MR-372-J84-13B450$040.mif
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).

13B-15V9 MR-372-J84-13B450$050.mif
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
b. The connections between the vehicle's various computers are multiplexed.
The electronic system fitted in this vehicle is multiplexed.
It enables dialogue between the various vehicle computers. As a result:
– the fault warning lights on the instrument panel are lit by the multiplex network,
– 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 sent by the ABS computer via the multiplex network. The vehicle
speed signal is mainly used by the injection computer, the airbag computer and the automatic transmission
computer (if the vehicle is fitted with this).
c. Functions hosted:
Air conditioning management assistance:
For vehicles with air conditioning, the EDC16C36 system provides the option of deactivating the air conditioning via
the UCH, under certain conditions of use:
– when requested by the driver,
– when starting the engine,
– if the engine overheats (in order to reduce the power the engine has to supply),
– when the engine speed is kept at a very high level (to protect the compressor),
– during transition phases (e.g. under heavy acceleration when overtaking, anti-stalling and moving off strategies).
These conditions are only taken into account when they do not occur repeatedly, in order to prevent system
instabilities (erratic deactivations), when certain faults appear.
Management of the damper valve:
The damper valve currently has three functions:
– the valve closes in order to block the passage of air towards the cylinders to shut off the engine. The aim of this is
to stop the engine as quickly as possible and to reduce instabilities as the engine is switched off.
– “valving” function depending on the engine operation: the damper valve closes by a few % to create a “'venturi”'
effect at the EGR valve passage section.
The aim of this is to accelerate the air flow of EGR gases and to reduce the emission of pollutants.
Thermoplunger management (only on certain F9Q816 engines in VDiag 48):
This vehicle is fitted with thermoplungers. They are managed and activated by the injection system.
There are two types of program:
– controlled by the injection system during particle filter regeneration,
– passenger compartment function; the air conditioning requests the injection to activate one or more thermoplungers
to raise the air temperature in the passenger compartment. The injection computer authorises the actuation or non-
actuation of the thermoplungers according to the operating phases and the power requirements of the engine.
The maximum number of thermoplungers that can be actuated is four. Their actuation depends mainly on the
coolant temperature (< 15°C) and the air temperature (< 5°C).

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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.

13B-21V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Catalysed particle filter management (for F9Q816 engine only):
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 pipe 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 particle filter located under the body,
– a differential pressure sensor to inform the computer of the pressure difference upstream and downstream of the
particle filter
– a particle filter upstream temperature sensor,
– a particle filter downstream temperature sensor (only on certain F9Q816 engines in VDiag 48),
– a temperature sensor upstream of the turbine (TAVT).
During driving, the particle filter becomes loaded with particles of soot. When a given weight of soot determined by
computer mapping is reached, regeneration mode can be triggered if the maximum weight of soot in the particle filter
has not been reached and the 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 differential; this measurement is
used to estimate the weight of soot present in the particle filter by mapping in the computer:
(soot weight = pressure differential as a function of exhaust volume flow rate).

13B-22V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
If all the criteria are met, the computer enters regeneration mode. The injection programming is 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 can be carried out automatically when driving if the weight of soot is less than 70 g and if the number
of regeneration attempts when driving is less than 11 (only for Vdiag 48).
If the weight of soot is greater than 70 g, the user will have to request an After-sales regeneration.
This regeneration is carried out in the workshop. Always follow the instructions written in the interpretation of
commands (SC017 Particle filter regeneration) to perform regeneration in complete safety.
After an After-sales regeneration, always reconfigure certain parameters in the computer using command SC036
Reinitialise programming (see "interpretation of commands").
Warning light management:
Instrument panel display
The computer displays certain information on the instrument panel relating to engine operation. This involves six
functions:
– the pre-postheating warning light,
– the coolant temperature 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),
– the particle filter specific warning light (F9Q816 engine only).
These six functions are represented by 6 warning lights and/or messages displayed by the on-board computer.
In addition, certain warning lights are, when lit, accompanied by a spoken message on vehicles fitted with a voice
synthesiser (refer to the driver's handbook).
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.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 in the driver's handbook.
After replacing it, always reconfigure certain parameters in the computer using command SC036 Reinitialise
programming (see "interpretation of commands").