2011 RENAULT SCENIC fuel temperature sensor circuit

13B-9
MR-372-J84-13B050$117.mif
V17
13B
DIESEL INJECTION
Fault finding – List and location of components
High pressure pump:
The high pressure pump is located upstream of the common rail.
Rail pressure sensor:
The sensor is fitted to the common rail.
Rail pressure regulator:
The regulator is fitted on the high pressure pump.
Fuel flow regulator:
The regulator is fitted on the high pressure pump.
Piezoelectric injectors:
The injectors are fitted on the cylinder head after the common rail.
Vacuum pump:
The vacuum pump is fitted at the end of the camshaft.
Control solenoid valve:
The solenoid valve is located on the turbocharger.
Turbocharger:
The turbocharger is located after the exhaust manifold.
Intake air pressure sensor:
The sensor is integrated into the injection computer.
Turbocharger pressure sensor:
The turbocharger pressure sensor is located on the air circuit between the turbocharger and the damper valve.
Air mass flow meter:
The air mass flow meter is located at the air circuit inlet and integrates the air temperature sensor.
EGR valve:
The EGR valve is located between the inlet manifold and the exhaust manifold.
EGR position sensor:
The sensor is integrated into the EGR valve.
Damper valve:
The damper valve is located before the inlet manifold (Vdiag 44, 45, 48, 49 and 4D only).
Particle filter:
The filter is located on the exhaust pipe after the catalytic converter.
TDC sensor:
The sensor is located on the flywheel.
Camshaft sensor:
The sensor is located at the end of the camshaft.
Electric coolant pump:
The electric coolant pump is located between the heating elements and the turbocharger (only on vehicles equipped
with a particle filter).
Refrigerant pressure sensor:
The sensor is located on the coolant circuit.
MR-372-J84-13B050$117.mif
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2

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-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-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).

13B-32
MR-372-J84-13B050$351.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Fault summary table13B
Tool
faultDiagnostic tool titleAssociated
DTCLevel 1 fault warning
light illuminatedLevel 2 fault warning
light illuminatedOBD warning
light illuminated
DF038Computer 06061.DEF/2.DEF/4.DEF/
5.DEF/6.DEF/7.DEF/
8.DEF/9.DEF/
10.DEF/11.DEF/
12.DEF/13.DEF/
14.DEF/15.DEF/
16.DEF/21.DEF/
22.DEF/23.DEF3.DEF/17.DEF/
18.DEF/19.DEF/
20.DEF15.DEF/
16.DEF/
17.DEF/
18.DEF/
19.DEF/
20.DEF/22.DEF
DF039Inlet air temperature
sensor circuit0110 - -CO.1/CC.0/
1.DEF
DF047Computer feed voltage 0560 - - -
DF049Refrigerant sensor
circuit0530 - - -
DF051Cruise control/speed
limiter function0575 - - -
DF053Rail pressure
regulation function1089 1.DEF/2.DEF 3.DEF/4.DEF/5.DEF -
DF054Turbocharging
solenoid valve control
circuit0045 CO/CC.0/CC.1 - -
DF056Air flowmeter circuit 0100 CO.0/CC.1 - CO.0/CC.1
DF067Damper valve control
circuit0120 CO/CC.0/CC.1 - -
DF070Clutch switch circuit 0830 - - -
DF086Coolant pump relay
control circuit2600 CO/CC.0/CC.1 - -
DF091Vehicle speed signal 0500 - - -
DF097Camshaft sensor
circuit0340 - - -
DF098Fuel temperature
sensor circuit0180 - - -
DF127Brake switch no. 1
circuit0571 - - -
DF129Requested air flow 0101 1.DEF/2.DEF - 1.DEF/2.DEF
DF173Reverse gear signal 0812 - - -

13B-34
MR-372-J84-13B050$351.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Fault summary table13B
Tool
faultDiagnostic tool titleAssociated
DTCLevel 1 fault warning
light illuminatedLevel 2 fault warning
light illuminatedOBD warning
light illuminated
DF886Presence of water in
the diesel fuel2269 - - -
DF887Brake/accelerator
pedal positions2299 - 1.DEF -
DF889Engine protection 2610 - - -
DF953Particle filter absent 2002 - - 1.DEF
DF991Particle filter injector
control circuit 1205 CO/CC.0/CC.1 - CO/CC.0/CC.1
DF999Particle filter
downstream temp.
sensor circuit1544CC.0/CO.1/ 1.DEF/
2.DEF/ 3.DEF--
DF1000Particle filter
upstream temp.
sensor circuit242ACC.0/CO.1/ 1.DEF/
2.DEF/ 3.DEF-CC.0/CO.1/
1.DEF/2.DEF/
3.DEF
DF1001Particle filter
upstream
temperature
regulation 242B 1.DEF/2.DEF - -
DF1002Static regeneration 2458 1.DEF - -
DF1003Particle filter
differential pressure
sensor circuit 2452 CO.0/CC.1/1.DEF -CO.0/CC.1/
1.DEF
DF1004Electric fuel pump
relay control circuit 2632 CO/CC.0/CC.1 - -
DF1005Heating element
control unit fault
finding 1 connection 1644 1.DEF - -
DF1007Catalytic converter 1
downstream
temperature sensor
circuit 2031CC.0/CO.1/ 1.DEF/
2.DEF/ 3.DEF--
DF1008Turbine upstream
temperature
regulation 2080 1.DEF - -
DF1009Catalytic converter 1
downstream
temperature
regulation 2084 1.DEF/2.DEF - -
DF1070Cold loop 0534 - - -