2011 RENAULT SCENIC heating

13B-13V9 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
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-16V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
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.
Some vehicles have a presence sensor mounted in the filter for detecting water in the diesel. 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.
Removal of the internal parts of the pump and injectors is prohibited. Only the fuel flow regulator/actuator, diesel fuel
temperature sensor and the venturi can be replaced.
For safety reasons, it is strictly prohibited to undo a high pressure pipe union 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 is defective, replace the pressure sensor, rail and high pressure pipes associated with
the rail.
Supplying + 12 V directly to any component in the system 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. WARNING
The engine must not operate with:
– Diesel fuel containing more than 10% diester,
– petrol, even in tiny quantities.

13B-17V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
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 catalysed particle filter operation (F9Q816 engine only).

13B-20V9 MR-372-J84-13B450$050.mif
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-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").

13B-23V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Orange pre-postheating warning light
This warning light is used as an in-operation indicator lamp:
– Continuously lit under + after ignition feed: indicates preheating of the heater plugs.
It goes out when preheating is complete and the engine is able to start.
Orange "SERVICE" non-critical fault warning light (level 1)
This warning light is used to indicate a fault in the system:
– Continuously lit with the CHECK INJECTION message:
Indicates a level 1 fault (involving operation of the injection system in defect mode).
The driver should have the repairs carried out as soon as possible.
Temperature/red emergency STOP (level 2) warning light
This indicator light is used both as an in-operation indicator light and as a system fault warning light.
– Intermittently lit with the ENGINE OVERHEATING message:
Indicates that the coolant temperature is too high (the driver is free to stop the vehicle or not).
– Continuously lit with the INJECTION FAULT: STOP THE ENGINE message and an audible beep 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.
European On Board Diagnostic excess pollution ORANGE warning light
Engine symbol with the CHECK EMISSION CONTROL message.
This warning light comes on if the system has one or more OBD faults.
This warning light is used to alert the driver to injection faults that could lead to excessive pollution, or if the EOBD
system (European On Board Diagnostic) has been deactivated.
The injection computer requests illumination of the OBD warning light for a present fault only after three successive
driving cycles.
The driver should have the repairs carried out as soon as possible.

13B-25V9 MR-372-J84-13B450$050.mif
DIESEL INJECTION
Fault finding – Features13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
– DF056 Air flowmeter circuit.
– DF107 Computer memory.
– DF200 Atmospheric pressure sensor.
– DF209 EGR valve position sensor circuit.
– DF272 EGR valve control circuit.
– DF310 Particle filter upstream temp.* sensor
– DF315 Particle filter diff.* pressure sensor
– DF316 Particle filter diff* pressure
– DF647 EGR valve position regulation.
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.
*temp: temperature
* diff: differential
3. Conditions for deleting an OBD fault
An OBD fault is deleted in several phases.
The fault present on the diagnostic tool will only become 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.

13B-28V9 MR-372-J84-13B450$070.mif
13B
EDC16 C36
Program No.: 91
Vdiag No.: 44, 4C, 48,
50, 54, 58
Summary of available configuration readings
NOTESConfiguration readings are used to check the state of configurations performed.
The configuration readings cannot be changed.
The computer is configured as soon as the one of the vehicle's optional system
components is operated.
In the event of a fault, consult the interpretation of command RZ005 Programming.
LC009Air conditioning
WITH OR WITHOUT
LC056Heating elements
WITH OR WITHOUT
LC065Water in diesel fuel sensor
WITH OR WITHOUT
LC120Cruise control
WITH OR WITHOUT
LC121Speed limiter
WITH OR WITHOUT
DIESEL INJECTION
Fault finding – Configuration and programming