engine RENAULT SCENIC 2011 J95 / 3.G Engine And Peripherals Siemens Injection Workshop Manual

1Engine and peripherals
V17 MR-372-J84-13B050$TOC.mif
V17
13B
"The repair procedures given by the manufacturer in this document are based on the
technical specifications current when it was prepared.
The procedures may be modified as a result of changes introduced by the
manufacturer in the production of the various component units and accessories from
which his vehicles are constructed."
V17
All rights reserved by Renault s.a.s.
Edition Anglaise
Copying or translating, in part or in full, of this document or use of the service part
reference numbering system is forbidden without the prior written authority of
Renault s.a.s.
© Renault s.a.s. 2011
DIESEL INJECTION
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2
Fault finding – Introduction 13B - 2
Fault finding – Cleanliness guidelines 13B - 7
Fault finding – List and location of components 13B - 9
Fault finding – Operating diagram 13B - 12
Fault finding – Function 13B - 13
Fault finding – Defect and safe modes 13B - 25
Fault finding – Replacement of components 13B - 26
Fault finding – Configurations and programming 13B - 30
Fault finding – Fault summary table 13B - 31
Fault finding – Interpretation of faults 13B - 35
Fault finding – Conformity check 13B - 124
Fault finding – Status summary table 13B - 125
Fault finding – Interpretation of statuses 13B - 127
Fault finding – Parameter summary table 13B - 186
Fault finding – Interpretation of parameters 13B - 189
Fault finding – Interpretation of commands 13B - 258
Fault finding – Customer complaints 13B - 271
Fault finding – Fault Finding Chart 13B - 273
Fault finding – Tests 13B - 301

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13B
DIESEL INJECTION
Fault finding – Introduction
1. SCOPE OF THIS DOCUMENT
This document presents the fault finding procedure applicable to all computers with the following specifications:
2. PREREQUISITES FOR FAULT FINDING
Documentation type
Fault finding procedures (this manual):
– Assisted fault finding (integrated into the diagnostic tool), Dialogys.
Wiring Diagrams:
–Visu-Schéma.
Type of diagnostic tools
–CLIP
Special tooling required
3. REMINDERS
Procedure
To run fault finding on the vehicle computers, switch on the ignition.
Depending on the type of vehicle equipment, proceed as follows:
For vehicles with key-operated/radio frequency remote control, use the key to switch on the ignition.
For vehicles with a Renault card
– with the vehicle card in the card reader,
– press and hold the Start button (longer than 5 seconds) with start-up conditions not fulfilled,
– connect the diagnostic tool and perform the required operations.
To cut off the + after ignition feed, proceed as follows:Vehicle(s): Clio III, Modus, Mégane II ph2,
Scénic II ph2 and Kangoo II.Computer name: Injection SID301 and SID304
Engines concerned:
K9K732, K9K734, K9K764, K9K772
K9K804, K9K806Program No.: B1, B2
Function concerned: High pressure direct diesel
injection (Siemens SID 301 and SID 304)Vdiag No.: 44-45-48-49-4D-4C
Special tooling required
Diagnostic tool
Elé. 1681Universal bornier
Multimeter.
SID301_V44_PRELI / SID304_V45_PRELI / SID301_V48_PRELI / SID304_V49_PRELI / SID304_V4D_PRELI / SID301_V4C_PRELI
MR-372-J84-13B050$039.mif
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2

13B-7
MR-372-J84-13B050$078.mif
V17
13B
DIESEL INJECTION
Fault finding – Cleanliness guidelines
I - HAZARDS ASSOCIATED WITH CONTAMINATION
The high pressure direct injection system is highly sensitive to contamination. The risks associated with
contamination are:
– damage to or destruction of the high pressure injection system,
– components jamming,
– a component leaking.
All After-Sales operations must be performed under very clean conditions. This means that no impurities (particles a
few microns in size) should have entered the system during dismantling.
The cleanliness principle must be applied from the filter 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,
–ambient air
–etc.
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.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 electrical connection faults.
IMPORTANT
Before any work is carried out 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.
MR-372-J84-13B050$078.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)

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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-14
MR-372-J84-13B050$195.mif
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DIESEL INJECTION
Fault finding – Function
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2
13B
FUEL SUPPLY
High pressure pump
The high pressure pump consists of the following components:
– Internal fuel transfer pump (ITP):
The pump is a rotary pump with vanes which sucks the fuel from the tank through the fuel filter and supplies the high
pressure pump with fuel.
– Fuel flow solenoid valve (VCV):
The solenoid valve regulates the flow of fuel entering the high pressure pump and enables an optimum quantity of
fuel to be pressurised according to the operating phase; this improves the efficiency of the high pressure pump
and the engine.
– High-pressure pump (HPP):
The pump is a 3-piston radial pump which generates the required pressure in the rail.
– Fuel pressure solenoid valve (PCV):
The solenoid valve regulates the output pressure of the high pressure pump.
Piezoelectric injectors
The piezoelectric injectors enable rapid, precise metering of the quantity of fuel injected, with excellent injection
process repetitiveness.
The piezoelectric actuator operates like a condenser. To control the injector, the computer sends, at the correct time,
a quantity of energy which is sufficient to enable the actuator to deform and the injector to open.
During the injection period, the piezoelectric actuator stores this energy.
At the end of the injection period, the computer recovers the energy sent at the start of the control operation.
The piezoelectric actuator discharges and returns to its original shape. The injector closes.
To improve efficiency, the energy stored by the piezoelectric actuator is reused, reducing the energy required for the
next injection.
WARNING:
The injector voltage is very high (much higher than that of conventional injectors).
This voltage can be as much as 150 V.

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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-16
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
Step by step flow regulation
The aim of this regulation process is to facilitate smooth engine operation by compensating for system variations
(injectors, compression value, etc.) which affect the torque generated by each cylinder during combustion.
The regulation process is only active at idle speed, with a warm engine and provided the engine speed is sufficiently
stable.
Each cylinder has an injection time correction coefficient which sets the injection time when the regulation process is
active, otherwise the correction coefficient remains at its last set value.
On each new cycle, the coefficients are set to 1.

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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.).

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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.