2011 RENAULT SCENIC engine coolant

13B-10
MR-372-J84-13B050$117.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – List and location of components13B
Heating elements:
The heating elements are located in the cooling circuit before the additional coolant pump which cools the
turbocharger (Vdiag 45, 49 and 4D only).
Coolant temperature sensor:
The 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:
The solenoid valve is located on the turbocharger.
Catalytic converter:
The catalytic converter is located upstream of the exhaust system and downstream of the turbocharger.
Fuel temperature sensor:
The sensor is located near the injection pump and injector return.
Catalytic converter downstream temperature sensor:
The sensor is located after the catalytic converter.
Turbine upstream temperature sensor:
This sensor is located between the exhaust pipe and the turbocharger.
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.
Water in diesel fuel sensor (optional):
This sensor is located in the diesel filter.
Fan unit relay:
The relay is located on the cooling radiator.
Accelerator potentiometer:
The potentiometer is located on the accelerator pedal.
Brake pedal switch:
The switch is located on the brake pedal.
Clutch pedal switch:
The switch is located on the clutch pedal.
Heater plugs:
The heater plugs are located on the cylinder head.
Particle filter injector:
The injector is located between the particle filter injector fuel pump and the exhaust pipe. (Vdiag 45, 49 and 4D only)
Electric fuel pump:
The pump is located between the tank and the particle filter injector fuel filter. (Vdiag 45, 49 and 4D only)

13B-13
MR-372-J84-13B050$195.mif
V17
13B
DIESEL INJECTION
Fault finding – Function
SYSTEM FLOWCHART
The high pressure injection system is designed to deliver a precise quantity of diesel fuel to the engine at a set
moment.
The Siemens VDO piezo Common Rail system used on the K9K Step 2 engine is a second generation Common Rail
injection system. Fuel pressure in the rail can reach a maximum of 1650 bar.
The Siemens VDO piezo Common Rail system uses injectors which are controlled by piezoelectric actuators.
The fuel is pressurised by means of a high pressure pump then sent to a rail which supplies the four injectors.
The system includes two subsystems, which have different fuel pressure levels:
●the low pressure system which includes the tank, diesel fuel filter, internal fuel transfer pump and injector
return pipes,
●the high pressure system which includes the high pressure pump, rail, injectors and high pressure pipes.
There are a number of sensors and regulating actuators for controlling and monitoring the entire system.
It is fitted with a 112- track (or 128- track for Kangoo II) SIEMENS computer (SID 301 and SID 304).
The system comprises:
– a priming bulb,
– a diesel filter,
– a high pressure pump (HPP) with a fuel pressure solenoid valve (PCV), a fuel flow solenoid valve (VCV) and an
internal fuel transfer pump (ITP, low pressure pump),
– an injector rail,
– a rail pressure sensor,
– four piezoelectric injectors,
– a fuel temperature sensor,
– a coolant temperature sensor,
– a camshaft sensor,
– a TDC sensor,
– a turbocharger pressure sensor,
– an exhaust gas recirculation solenoid valve with integrated position sensor (EGR),
– an accelerator pedal potentiometer,
– an atmospheric pressure sensor integrated into the injection computer,
– an air mass flowmeter with integrated air temperature sensor,
– an air damper valve (Vdiag 44, 45, 48, 49 and 4D only),
– a temperature sensor upstream of the turbine,
– an antipollution system:
●a temperature sensor upstream of the particle filter (Vdiag 45, 49, 4D only),
●a temperature sensor downstream of the particle filter (Vdiag 45, 49, 4D only),
●a particle filter differential pressure sensor (Vdiag 45, 49, 4D only),
●a particle filter injector (Vdiag 45, 49, 4D only),
●a particle filter (Vdiag 45, 49, 4D only),
– a temperature sensor downstream of the catalytic converter,
– an electric fuel pump,
– an electric coolant pump (Vdiag 45, 49, 4D only),
– four heating elements and their control unit (Vdiag 45, 49, 4D only),
– four heater plugs,
– a water in the fuel detection sensor (optional).
MR-372-J84-13B050$195.mif
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2

13B-15
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
Engine synchronisation
One of the determining factors for fuel injection control is knowing the position of each of the pistons in their
respective cylinders at all times.
The angular position is measured using a TDC sensor triggered by machined teeth on the flywheel. The flywheel
has 60 teeth, with 2 teeth missing which forms a notch which is used as a reference point for the 1
st cylinder.
A second sensor (Hall-effect), excited by a machined tooth on the camshaft, and turning at half the engine speed,
provides information on the progress of the injection cycle. When the piston of cylinder 1 is at top dead centre (TDC),
either at the end of the compression stroke or at the end of the exhaust stroke, the camshaft sensor enables
a distinction to be made between these two states.
By comparing the signals from these two sensors, the computer is able to provide all of its systems with
synchronisation parameters, namely: the angular position of the flywheel, engine speed, the number of the active
injector and the progress of the injection cycle.
The module supplies the system with the rotation speed signal.
The camshaft sensor is only used when starting the engine. As soon as the engine is running by itself (not being
cranked by the starter), the signal provided by the TDC sensor is sufficient. A camshaft sensor fault, when the
engine is running, does not prevent the engine from operating correctly.
Quantity of fuel injected and control of start of injection
The parameters for controlling injection are, for each cylinder, the quantity to be injected and the start of injection.
These parameters are calculated by the injection computer using the following information:
– Engine speed.
– Accelerator pedal position.
– Turbocharging air pressure.
– Coolant temperature.
– Air temperature.
– Fuel temperature.
–Air flow.
– Pressure of fuel in the rail.

13B-17
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
AIR SUPPLY
Measurement of the fresh air flow
The flow of fresh air entering the engine is measured by a flow sensor (ratiometric hot-wire sensor).
A fresh air temperature sensor is integrated into the air flowmeter.
EGR valve control
The EGR (exhaust gas recirculation) system consists of a direct current EGR valve fitted with a valve position
sensor. The EGR valve is controlled in a closed-loop via the position sensor. Up to a certain rate, exhaust gas
recirculation enables nitrogen oxide (NOx) emissions to be reduced significantly.
Turbocharger control
The turbocharger system consists of a solenoid valve connected to the vacuum pump circuit, which controls the
vanes via a diaphragm to create an overpressure or a vacuum in the fresh air inlet circuit (the overpressure can
reach 2.6 bar).
Damper valve control (for Vdiag 44, 45, 48, 49 and 4D only)
By default the valve is open when in the rest position and is actuated only when the engine is switched off; this has
a damping effect and helps to stop the engine.
It also controls the flow of fresh air during regeneration.
IDLE SPEED MANAGEMENT
The injection computer regulates the idle speed according to the idle speed setpoint which it calculates.
The idle speed setpoint is dependent on:
– the coolant temperature,
– the emission control programs,
– air conditioning requirements,
– the gear ratio engaged (automatic or sequential gearbox),
– the electrical consumers,
– battery voltage.
ENGINE TORQUE MANAGEMENT
The torque structure is the system which translates the driver's request into a torque supplied by the engine. Certain
functions such as the electronic stability program (ESP), the automatic gearbox (BVA) or the sequential gearbox
(BVR), if fitted to the vehicle, use this information.
Each inter-system (ESP, automatic gearbox, sequential gearbox) sends the injection computer a torque request via
the multiplex network.
The injection computer arbitrates between the inter-system torque requests and the driver request (depressing the
accelerator pedal or setting the cruise control/speed limiter function). The result of the arbitration gives the torque
setpoint.
From this torque set point, the computer determines the quantity of fuel to be injected (injection duration and number
of injection processes) and the amount of air required (turbocharging pressure and EGR valve rate) so that the
engine is able to provide the torque required in the best possible conditions (in terms of smooth running
performance, pollutant emissions, etc.).

13B-18
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
MANAGEMENT OF PRE/POSTHEATING
Pre-postheating management involves controlling the heater plugs and the heater plugs indicator light on the
instrument panel (via the multiplex network). The heater plugs are activated by a preheating unit and the power is
provided by the battery.
When the ignition is switched on, the preheating period is activated; the indicator light comes on for a period
dependent on the battery voltage, atmospheric pressure and coolant temperature.
When the coolant temperature is below a certain threshold, a postheating function enables combustion stability,
and thereby engine operation, to be improved (reduction in unburned fuel and pollutant emissions).
MANAGEMENT OF ENGINE COOLANT TEMPERATURE
Engine cooling is guaranteed by a 2-speed fan assembly (GMV) (slow: GMV1 and fast: GMV2).
The injection computer requests the UPC to actuate them via the multiplex network.
To provide cooling:
– Engine running:
GMV1 is activated when the coolant temperature exceeds 96°C and is deactivated when it drops below 94°C.
GMV2 is activated when the coolant temperature exceeds 104°C and is deactivated when it drops below 102°C.
If the engine coolant temperature exceeds the warning threshold of 120°C, the injection computer requests the
instrument panel computer, via the multiplex network, to switch on the coolant temperature warning light. The
warning stops if the coolant temperature drops below 117 ° C.
If the engine coolant temperature exceeds the threshold of 11 5 ° C, the injection computer requests the UPC
computer, via the multiplex network, to switch off the air conditioning compressor so as to reduce the load on the
engine and attempt to limit its rise in temperature. The cut-off request is cancelled if the coolant temperature drops
below 110°C.
If a fault in the coolant temperature sensor circuit is detected, the injection computer requests that the coolant
temperature warning light is lit and that GMV2 is activated.
In addition to engine management, the injection computer centralises the cooling requirements for the air
conditioning and automatic gearbox/sequential gearbox functions (if fitted to the vehicle).
OTHER HOSTED FUNCTIONS
The other functions hosted by the computer are:
– Multiplex line.
– ADAC (Trip Computer).
– Trip Computer Display.
– Engine immobiliser.
– Airbag.
– Engine stop management.
– Starter management.
– Air conditioning.
– Cruise control/speed limiter.

13B-19
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
INTERSYSTEM EXCHANGES
The inter-system connections concerning the particular requirements of engine management are as follows:
●Request for injection computer to switch on the OBD warning light to warn of an OBD related pollution fault.
●Request to switch on the Level 1 warning light to warn of an operational safety fault with the engine
management system which may restrict performance.
●Request to switch on the Level 2 warning light to warn of an operational safety fault with the engine
management system which may result in the engine stopping.
●Request to switch on the Particle Filter and Service warning light to warn of an operational safety fault of the
particle filter system which may result in reduced performance or engine stoppage.
●Request to switch on the Engine overheating warning light to warn of an engine overheating fault or a fault
in the coolant temperature sensor.
●Request to switch on the Particle filter warning light to warn the driver that the particle filter is loaded with
particles (weight of soot more than 30.8 g). As soon as possible, the driver must drive at a speed of more than
25 mph (40 km/h) for 2 minutes to activate regeneration.
The driver must maintain a speed of more than 25 mph (40 km/h) until the particle filter warning light goes out
(Vdiag 45 and 49 only).
●Request to start the fan assembly for engine cooling and also for air conditioning purposes,
●Request to switch off the air conditioning compressor for engine programming requirements such as pulling
away, performance, anti-stalling, overspeed, etc.
●Request to switch off electrical consumers (passenger compartment heating resistor (if fitted), heated rear
screen, etc.) for engine operation purposes such as: pulling away, performance, anti-stalling,
overspeed, etc.
●Formulation of requests to engage electrical consumers and limit power as a function of rail conditions.
This last function is made possible with the introduction of alternator control. Formulation of requests enables
the smooth running of the engine to be improved in the critical operating phases, mainly at idle speed and
when pulling away. These requests pass via the multiplex network to the Protection and Switching Unit where
they are converted before being sent to the alternator.
In comparison to the version without a particle filter (K9K Step 2), the K9K Step 2 particle filter technical
specifications also include:
●Four temperature sensors spread along the exhaust system.
●One differential pressure sensor.
●One fuel injector with a dedicated electric fuel pump.
●An electric water pump (in addition to the mechanical pump) controlled by a relay to cool the turbocharger when
the engine is stopped (only for Clio III, Modus and Mégane II/Scénic II).
●Four heating elements and their control unit.
Oil Control System (OCS) (except Vdiag 44, 45 and 49)
This program takes into account the driving style of the user to warn him of the need for an oil change. This program
counts the number of miles since the last oil change, corrected by a factor which depends on the oil temperature.
When the number of miles exceeds a threshold, the customer is warned by a message to the instrument panel that
the drain must be performed.
After the oil change, the user must reset the oil change interval on the instrument panel.

13B-20
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
The exhaust system is fitted with an exhaust gas treatment system consisting of (in order):
●A shell casing containing an oxidation catalytic converter to treat hydrocarbons and carbon monoxide, the volume
and positioning of which is identical to K9K Step 2 without a particle filter.
●A fuel injector supplied by a second fuel circuit which is independent of the main fuel circuit.
●A second casing containing an oxidation catalytic converter and a particle filter positioned under the vehicle floor.
EXHAUST GAS TREATMENT
Operating principle
Regeneration consists of burning the particles accumulated in the filter. When oxygen is present, regeneration
by particle combustion occurs naturally when the exhaust gas temperature reaches 570°C.
This temperature is very different to the temperatures observed in the normal operating range of a common rail
engine. In town, the engine does not produce much heat and the exhaust gas temperature varies between 250°C
and 300°C. Whatever the driving conditions may be, a particle filter regeneration program should be developed
without an effect on driving pleasure.
A differential pressure sensor monitors the status of the particle filter (particle weight) and triggers regeneration.
Regeneration is performed by specific injection regulation (phased injection and post-injection) which brings the
temperature of the exhaust gas to between 550 °C and 650 °C at the particle filter inlet.
Regeneration lasts at least 30 minutes and is carried out every 165 miles (275 km) (minimum interval between 2
successful regenerations).
Certain types of customer driving (mainly urban driving) may cause the particle filter to accumulate a significant
quantity of particles. This amount of soot may impair customer experience: poor vehicle performance due to
excessive pressure in the exhaust system.
This driving type may cause the speed request (Vdiag 45 and 49 only) warning light to come on when the particle
weight reaches 30.8 g or after 10 regeneration failures or if the distance between each regeneration reaches
111 0 m il es (1850 km). The customer is asked to drive in a certain way (see vehicle handbook).
However, this warning may be misinterpreted or taken to be a vehicle fault. The vehicle must not be returned to the
garage after such a warning; if the vehicle is taken back to the garage and accepted for repair, the mechanic should
carry out After-Sales regeneration.
PARTICLE FILTER INJECTOR PROGRAM
The particle filter injector is clamped in place inside a cooling cylinder head, which itself is attached to the output
cone of the first oxidation catalytic converter. The coolant flows into the cylinder head via a take-off pipe on the
cooling system and leaves via a hose connected to the turbocharger.
This injector is used to replace post injection in areas of low load and low flow.
This injector is supplied by an additional electric fuel pump.
The electric fuel pump is:
●controlled by a relay during each regeneration phase or purge,
●integrated into the suction module submerged in the tank,
●connected to the second fuel circuit.

13B-23
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
TDC sensor:
The angular position is measured using a magneto-inductive sensor triggered by machined teeth on the flywheel.
This sensor gives the engine speed and the position of the crankshaft for injection.
Camshaft sensor:
This sensor gives a signal to perform the injection cycle. When the piston of cylinder 1 is at top dead centre, either at
the end of the compression stroke or at the end of the exhaust stroke, the camshaft sensor enables a distinction to
be made between these two states.
Electric coolant pump:
The electric coolant pump is activated when the coolant temperature has reached a significant temperature
threshold when the engine has stopped.
The role of the electric water pump is to cool the turbocharger when the engine stops (Vdiag 45, 49 only).
Refrigerant pressure sensor:
The role of the sensor is to measure the refrigerant fluid pressure in the air conditioning circuit.
Electric fuel pump:
The pump is controlled by a relay during each regeneration or purge phase; it is submerged in the tank and is
connected to the secondary fuel circuit only.
Coolant temperature sensor:
The engine coolant temperature sensor informs the computer about the engine coolant temperature.
Air temperature sensor:
The air temperature sensor is fitted in the inlet manifold and informs the computer about the temperature of the air
sucked up by the engine.
Turbocharging pressure sensor solenoid valve:
This solenoid valve operates the turbocharger wastegate pneumatic circuit to lower the turbocharging pressure.
Catalytic converter:
Its role is to convert pollutant gases into harmless gases.
Catalytic converter downstream temperature sensor:
This sensor gives the temperature of the exhaust gas at the catalytic converter output.
Turbine upstream temperature sensor:
This sensor gives the temperature of the exhaust gas at the turbine inlet.
Particle filter downstream temperature sensor:
This sensor gives the exhaust gas temperature at the particle filter outlet (Vdiag 45, 49, 4D only).
Particle filter upstream temperature sensor:
This sensor gives the exhaust gas temperature at the particle filter inlet (Vdiag 45, 49, 4D only).
Particle filter differential pressure sensor:
A differential pressure sensor monitors the status of the particle filter (particle weight) and triggers regeneration.
The role of the sensor is to inform the computer of the pressure difference between particle filter inlet and outlet
(Vdiag 45, 49, 4D only).