2012 RENAULT SCENIC pressure

13B-5V12 MR-372-J84-13B300$010.mif
DIESEL INJECTION
Fault finding – Introduction13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
4. FAULT FINDING PROCEDURE (continued)
4.1 Wiring check
Fault finding problems
Disconnecting the connectors and/or manipulating the wiring may temporarily clear the cause of a fault.
Electrical measurements of voltage, resistance and insulation are generally correct, especially if the fault is not
present when the analysis is made (stored fault).
Visual inspection
Look for damage under the bonnet and in the passenger compartment.
Carefully check the fuses, insulators and wiring harness routing.
Look for signs of oxidation.
Physical inspection
When handling the wiring, use the diagnostic tool to detect any change in the status of the fault from stored to
present.
Make sure that the connectors are firmly secured.
Apply light pressure to the connectors.
Twist the wiring harness.
If there is a change in status, try to locate the source of the fault.
Inspection of each component
Disconnect the connectors and check the appearance of the clips and tabs, as well as the crimping (no crimping
on the insulating section).
Make sure that the clips and tabs are properly locked in the sockets.
Check that the clips or tabs have not been bent back during connection.
Check the clip contact pressure using an appropriate model of tab.
Resistance check
Check the continuity of entire lines, then section by section.
Look for a short circuit to earth, to + 12 V or with another wire.
If a fault is detected, repair or replace the wiring harness.

13B-8V12 MR-372-J84-13B300$020.mif
13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
I - HAZARDS ASSOCIATED WITH CONTAMINATION
The high pressure direct injection system is highly sensitive to contamination. The risks caused by the introduction of
contamination are:
– damage to or destruction of the high pressure injection system,
– a component seizing up,
– a component losing its sealing.
All After-Sales operations must be performed under very clean conditions. This means that no impurities
(particles a few microns in size) should have penetrated the system during dismantling.
The cleanliness guidelines must be applied from the filter through to the injectors.
What are the sources of contamination?
– metal or plastic swarf,
– paint,
–fibres:
– from cardboard,
– from brushes,
– from paper,
– from clothing,
– from cloths,
– foreign bodies such as hair,
– the ambient atmosphere
–etc.
IMPORTANT:
Cleaning the engine using a high pressure washer is prohibited because of the risk of damaging connections.
In addition, moisture may collect in the connectors and create faults in the electrical connections.
DIESEL INJECTION
Fault finding – Cleanliness guidelines

13B-9V12 MR-372-J84-13B300$020.mif
DIESEL INJECTION
Fault finding – Cleanliness guidelines13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
II - INSTRUCTIONS TO BE FOLLOWED PRIOR TO ALL OPERATIONS
Check that you have plugs for the unions to be opened (set of plugs available from the Parts Department). The plugs
are single-use only. After use, they must be discarded (once used they are soiled and cleaning is not sufficient to
make them reusable). Unused plugs must be discarded.
Check that you have hermetically resealable plastic bags for storing removed parts. Parts stored in this way will be
less susceptible to the risk of contamination. The bags are to be used once only, and discarded after use.
Use lint-free cleaning cloths (cloth part reference 77 11 211 707). Using normal cloth or paper is prohibited. They are
not lint-free and could contaminate the fuel circuit. A lint-free cloth should only be used once.
Use fresh cleaning agent for each operation (used cleaning agent is contaminated). Pour it into a clean receptacle.
For each operation, use a clean brush in good condition (the brush must not shed its bristles).
Use a brush and cleaning agent to clean the unions to be opened.
Blow compressed air over the cleaned parts (tools, workbench, the parts, unions and injection system zones).
Check that no bristles are left.
Wash your hands before and during the operation if necessary.
When wearing leather protective gloves cover them with latex gloves to prevent contamination. IMPORTANT:
Before carrying out any work on the high pressure injection system, protect:
– the accessories and timing belts,
– the electrical accessories, (starter, alternator, electric power-assisted steering pump),
– the flywheel surface, to prevent any diesel from running onto the clutch friction plate,
– timing chain.

13B-11V12 MR-372-J84-13B300$030.mif
13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
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 computer, type EDC16CP33.
The system comprises:
– a priming bulb,
– a diesel filter,
– a high pressure pump,
– a fuel pressure regulator (or actuator) on the high pressure pump (MPROP),
– a fuel pressure regulator (or actuator) mounted on the injector rail (DRV),
– an injector rail,
– a fuel pressure sensor,
– four piezoelectric injectors,
– a diesel temperature sensor,
– a coolant temperature sensor,
– an upstream air temperature sensor,
– a cylinder reference sensor,
– an engine speed sensor,
– a turbocharger pressure sensor,
– an exhaust gas recirculation valve,
– a recycled gas cooling solenoid valve,
– an accelerator pedal potentiometer,
– an atmospheric pressure sensor integrated into the injection computer,
– a flow sensor,
– a turbocharging limiter solenoid valve,
– a damper valve,
– a particle filter,
– a turbo upstream temperature sensor,
– a turbo upstream pressure sensor,
– a particle filter differential pressure sensor,
– a particle filter upstream temperature sensor,
– a particle filter downstream temperature sensor,
– an electric coolant pump (turbocharger),
– four thermoplungers.
The common rail direct high pressure injection system works sequentially (based on the petrol engine
multipoint injection).
This system uses piezoelectric injectors which enable a more precise injection since opening and closing times
are shorter compared to conventional solenoid injectors.
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. The actuator located on the injector rail controls the pressure
of diesel fuel in the rail according to the demand determined by the computer.
DIESEL INJECTION
Fault finding – System operation

13B-12V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
a. The computer:
Determines the injection pressure value necessary for the correct operation of the engine; the pressure can reach
1600 bar in the rail and it must be constantly regulated.
Checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on
the rail.
Determines the injection duration 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 quantity of fuel injected is determined by:
– Engine speed (Crankshaft + Cam for synchronisation).
– Accelerator pedal.
– Turbocharging pressure.
– Coolant temperature,
– Inlet air temperature.
–Air flow
– Pressure in the rail.
– Vehicle speed.
The computer manages:
– idling regulation,
– exhaust gas flow reinjection to the inlet,
– fuel supply check (advance, flow and rail pressure),
– the fan assembly control,
– the air conditioning (cold loop function),
– cruise control/speed limiter function,
– pre-post heating control,
– indicator lights control via the multiplex network,
– the operation of the catalysed particle filter,
– turbocharging pressure.
The high pressure pump is supplied at low pressure by an integrated low pressure pump (transfer pump).
It supplies the rail, the pressure in which is regulated by:
–the pressure regulator on the rail (DRV) for starting phases, starting the engine when cold (increase in
temperature to heat the diesel circuit) and when throttling-off,
–the pressure regulator on the pump (MPROP) for all other phases (90% of cases).
As natural leaks in piezoelectric injectors are very low, opening the pressure regulator (DRV) is the only quick
method of dumping the rail pressure and it prevents overpressure when injection is restarted.
The pressure regulator on the pump (MPROP) enables the high pressure pump to supply just the exact quantity
of diesel fuel required to maintain the rail pressure. This component minimises the heat generated and improves
engine output.
Note:
Each piezoelectric injector is connected to the return rail. The injector return rail is kept pressurised by a
mechanical valve at the end of the return rail with a 10 bar calibration (by comparison, solenoid injectors used to
return directly into the common fuel return circuit). This feature is linked to the operation of piezoelectric injectors.

13B-13V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
Fuel surplus from the pump, injector return rail or rail is collected in a low pressure "octopus manifold" and is then
sent to the fuel filter, providing that the fuel is cold (recirculation), and then to the tank.
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 pressure regulator (or actuator)
on the high pressure pump (MPROP), the fuel pressure regulator (or actuator) on the injector rail (DRV) or the diesel
temperature sensor 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 fails, replace the pressure sensor, the rail and the high pressure pipes.
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.
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.
b. The connections between the vehicle's various computers are multiplexed.
The electronic system fitted in this vehicle is multiplexed.
This 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).WARNING:
The engine must not operate with:
– Diesel fuel containing more than 10% diester,
– petrol, even in tiny quantities.
Note:
For the M9R 724 (Vdiag 5C and 58):
The engine is limited to 3000 rpm if the vehicle is stationary or if the vehicle speed is less than 4 mph (7 km/h)
and if the engine is warm.

13B-14V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
c. Functions hosted:
Air conditioning management assistance:
For vehicles with air conditioning, the EDC16CP33 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.
I - Cold loop air conditioning management:
The air conditioning is the cold loop type and its management shared between several computers.
The injection computer is responsible for:
– authorising requests for cold air depending on the engine coolant temperature and the engine speed,
– calculating the power absorbed by the compressor from the refrigerant pressure.
–requesting fan assembly actuation (Mégane II ph2 and Scénic II ph2) and controlling fan assembly actuation
(Laguna II, Vel Satis ph2 and Espace IV ph2), according to the vehicle speed, the refrigerant pressure and the
engine coolant temperature.
The driver requests the air conditioning to be switched on by means of the ventilation selector coupled to a switch.
The cold air request is authorised or denied depending on the pressure measured. If this pressure is outside the
operating limits, the cold loop program is not activated.
The air conditioning system is authorised by the injection computer 2 to 8 seconds after the engine is started.
Management of the thermoplungers:
To improve cold starting, the vehicle is fitted with thermoplungers. These thermoplungers are managed and
controlled by the injection computer, according to the operating phases, primarily to accelerate the increase in
engine coolant temperature.
The maximum number of thermoplungers that can be actuated is four and their actuation depends mainly on the
coolant temperature and the air temperature.
See configuration reading LC056 Thermoplungers: WITH or WITHOUT.
When necessary, they are actuated by the injection system only during particle filter regeneration by means
of a special unit.
The maximum number of thermoplungers that can be managed is four and their activation depends mainly on the
coolant temperature (< 15°C) and air temperature (< 5°C).

13B-17V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
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. It is therefore important to associate the EGR valve with the computer that controls it.
Important: the EGR valve offsets must be reinitialised when replacing the valve or reprogramming/replacing
the computer.
V - Catalysed particle filter management (only for Vdiag: 18, 1C, 54, 20, 58, 5C, 24, 28 and 62).
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 in order to force filter the exhaust gas.
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 catalysed particle filter located under the bodywork,
– a differential pressure sensor to tell the computer the pressure upstream and downstream of the particle filter,
– a particle filter upstream and downstream temperature sensor,
– a turbine upstream temperature sensor (TAVT).
As the vehicle is driven, the particle filter is loaded with particles (soot). Using a given weight of soot determined via
mapping in the computer, regeneration mode can be triggered if the maximum weight of soot in the particle filter is
reached and all engine operating conditions are met (coolant temperature, etc.).
Particle filter regeneration consists of burning the particles of soot 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:
(weight of soot = pressure differential as a function of exhaust volume flow rate).
If all the criteria are met, the computer enters regeneration mode. The injection programming is then adjusted in
order to raise the target exhaust gas temperature to between 550 and 650°C.
This temperature allows the particles accumulated in the filter to be partially or completely burnt (regeneration).
Regeneration efficiency depends on the particle filter inlet temperature and the time spent in regeneration mode.
Regeneration can be performed automatically while driving if:
–the soot weight is less than the threshold for DF308 Clogged particle filter
–the number of regeneration failures while driving is less than the threshold for DF311 Failed regenerations
limit exceeded.