RENAULT SCENIC 2011 J95 / 3.G Engine And Peripherals User Guide

13B-11V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
WITH FLOWMETER (K9K 728)
The flow of fresh air entering the engine is given by a hot wire ratiometric sensor. This flow sensor is used to
manage the amount of exhaust gas to be recirculated to ensure optimum recirculation rates. A fresh air temperature
sensor is built into the flowmeter.
Air flow measurement allows closed-loop control via the EGR valve.
Besides electrical faults with the sensor, there is a consistency test between the measured air flow and an estimated
air flow without EGR.
This flow evaluates the amount of fresh inlet air, based on the values supplied by the surrounding systems:
– the inlet air temperature measured by a sensor located after the turbocharger and/or after the intercooler (if fitted),
– the turbocharging pressure,
– the engine speed.
Pre-postheating actuation
Pre-postheating actuation consists of controlling the heater plugs and preheating warning light on the instrument
panel. The heater plugs are activated by relays, and the power is supplied from the battery. After the ignition is
switched on. Preheating is activated for a period of time. The warning light is illuminated for an activation period that
depends on the battery voltage, the atmospheric pressure, and the coolant temperature. When the temperature is
below a certain threshold, a postheating function can be used to improve the combustion stability, and consequently
engine operation (reducing unburnt particles and pollutant emissions).
Turbocharger control solenoid valve actuation
The turbocharger system comprises a solenoid valve that is used to actuate the vanes (or wastegate) to create an
overpressure or a vacuum in the inlet circuit.

13B-12V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
Functions included
Air conditioning management assistance
For vehicles with air conditioning, the DDCR system can switch off the air conditioning under certain engine
operating conditions:
– 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.
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:
– managing demand for cold air according to the passenger compartment commands and the pressure value,
– determining the power absorbed by the compressor from the pressure,
– determining the fan unit commands according to vehicle speed and pressure.
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.
Thermal regulation of the passenger compartment heating circuit
In a direct injection engine, fuel is injected directly into the combustion chamber. This leads to heat being lost
through the upper part of the engine and consequently, the cylinder head cooling circuit is smaller in size.
The effect of this is that the temperature of the coolant flowing through this circuit rises more slowly. However, this
coolant is also used by the passenger compartment heating system. In very cold conditions, it is therefore difficult to
achieve a comfortable passenger compartment temperature quickly.
To limit the time taken to warm up the system, air heating resistors, called RCHs, are fitted into the passenger
compartment heating circuit. The UCH decides whether the RCH are required, the UPC physically actuates
the RCH, and the injection computer determines whether to limit the power supplied to the RCH depending on
alternator charge, and also whether to disable them according to engine speed, load and vehicle speed. NOTE:
Fan unit actuation requests can be made by the injection computer, but these are sent on the CAN. These requests
depend on the air conditioning but also on the coolant temperature and vehicle speed.

13B-13V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
Cruise control/speed limiter management:
When activated, the cruise control function maintains the vehicle at a preselected speed, regardless of the driving
conditions encountered. Using the control buttons, the driver can increase or decrease the vehicle speed.
The cruise control function can be deactivated either by using the control buttons or by switching off the cruise
control function selection switch, or when system events are detected such as depressing the brake or clutch
pedals, or when system errors are detected such as an inconsistent vehicle speed or excessive vehicle
deceleration. The cruise control function can also be temporarily suspended when the driver wants to resume
control of the vehicle and exceed the selected cruising speed by depressing the accelerator pedal which then
exceeds the selected fuel flow. The cruising speed is resumed when the driver releases the accelerator pedal.
The cruise control function can be reactivated and the last cruising speed can be resumed after deactivating
the function for whatever reason until the vehicle ignition is switched off (i.e. for as long as computer supply not cut
off). The vehicle will then attempt to return to the cruising speed using a controlled vehicle acceleration rate.
When switched on (using the selection switch), the vehicle speed limiter function limits the vehicle speed to a preset
value. The driver controls the vehicle in the normal way using the accelerator pedal until the limit speed is reached.
If an attempt is made to exceed this speed, the system will ignore the pedal request and will control the vehicle
speed as the cruise control function would do, provided that the driver continues to press the accelerator pedal.
As with the cruise control function, the set speed can be altered by adjusting the control buttons, with single touches
or holding down.
For safety reasons, the cruising speed can be exceeded by depressing the accelerator pedal beyond the pedal
position limiting value. Vehicle speed is then controlled using the accelerator pedal until the vehicle speed is
decreased to below the cruising speed, when the limiter function is activated again.
The driver has the following controls for the cruise control/speed limiter function:
– accelerator pedal,
– brake pedal,
– clutch pedal,
– function selector switch, used to select cruise control or speed limiter operating mode.
Instrument panel display
The computer displays certain information on the instrument panel relating to engine operation. This concerns 5
functions: the MIL (Malfunction Indicator Lamp) of the EOBD (European On Board Diagnostic), pre-postheating,
the coolant temperature, and engine faults: Level 1 (non-critical fault) and Level 2 (emergency stop). These five
functions are represented by 3 warning lights or messages displayed by the on-board computer.
Pre-postheating warning light
This light is used both as an in-operation indicator light and as a system fault indicator:
– permanently lit during + after ignition feed: indicates preheating of the heater plugs.
After preheating and an automatic timed 3 second off period, the warning light will come on if a Level 1 fault occurs
(leading to reduced operation and reduced safety levels. The driver should have repairs carried out as soon as
possible.)

13B-14V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
Temperature / emergency stop warning light
This indicator light is used both as an in-operation indicator light and as a system fault warning light. It illuminates for
3 seconds when the power is switched on (automatic test procedure controlled by the instrument panel)
Continuously lit: indicates engine overheating or a Level 2 fault.
– if the fault reaches a critical level, the injection cuts off automatically after several seconds.
– in the event of engine overheating, it is the driver's choice to stop the car or continue driving.
ACTIVATION PROGRAMMING OF THE INSTRUMENT PANEL WARNING LIGHTS
Orange SERVICE warning light (level 1)
This warning light comes on, accompanied by the faulty injection message.
The driver should have the repairs carried out as soon as possible.
Red STOP warning light (level 2)
This warning light comes on, accompanied by the faulty injection message.
The driver should have the repairs carried out as soon as possible.
Excess pollution OBD ORANGE warning light:
This warning light is used to alert the driver of any injection faults that could lead to excessive pollution, or if
the EOBD system has been deactivated. The injection computer requests illumination of the OBD warning light for
a present fault only after three consecutive driving cycles.
The 3 second visual inspection when the ignition is switched on (automatic test procedure managed by
the instrument panel) is carried out by the injection computer.
Faults that activate the OBD warning light
Associated
faultTitle Specification
DF010 EGR position sensor circuit CC.1 - CO.0
DF016 EGR control circuit CC.1
DF026 Cylinder 1 injector control circuit CO – CC
DF027 Cylinder 2 injector control circuit CO – CC
DF028 Cylinder 3 injector control circuit CO – CC
DF029 Cylinder 4 injector control circuit CO – CC
DF038 Computer 3. DEF
DF114 EGR solenoid valve circuit 4. DEF

13B-15V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
32-TRACK BLACK CONNECTOR A
Description Tracks Tracks Description
Not used A1 E1 Not used
Cruise control On/Off A2 E2 Not used
CAN L1 A3 E3 Not used
CAN H1 A4 E4 Closed contact Stop signal
Not used B1 F1 Not used
Not used B2 F2 Potentiometer supply Gang 2
Not used B3 F3 Potentiometer signal Gang 2
Diagnostic line K B4 F4 Potentiometer earth Gang 2
Not used C1 G1+After ignition supply
Not used C2 G2 Potentiometer supply Gang 1
Speed limiter on/off C3 G3 Not used
Clutch switch information C4 G4 Earth
+After ignition supply D1 H1 Earth
Cruise control switch signal D2H2 Potentiometer signal Gang 1
Cruise control switch earth D3H3 Potentiometer earth Gang 1
Not used D4 H4 Earth
NOTE:
The supply voltage on track G1 is not measurable when the computer connector is disconnected.

13B-16V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
48-TRACK BROWN CONNECTOR B
Description Tracks Tracks Description
Flowmeter supply (728, 729) A1 G1 Knock sensor earth (pinking)
Flowmeter signal (728, 729) A2 G2 Fuel temperature signal
Flowmeter earth (728, 729) A3 G3 Fuel temperature sensor earth
Cylinder 1 injector + control A4 G4 Cylinder 4 injector + control
EGR feedback potentiometer supply B1 H1 Not used
EGR feedback potentiometer signal B2 H2 Coolant temperature signal
EGR feedback potentiometer earth B3 H3 Coolant temperature sensor earth
Cylinder 1 injector - control B4 H4 Cylinder 4 injector - control
Turbocharging pressure sensor supply C1 J1 Not used
Turbocharging pressure sensor signal C2 J2 Inlet air temperature signal
Turbocharging pressure sensor earth C3 J3 Inlet air temperature earth (722)
Cylinder 2 injector + control C4 J4 Not used
Rail pressure sensor supply D1 K1 Accelerometer shielding (pinking)
Rail pressure sensor signal D2 K2 External air temperature signal
Rail pressure sensor earth D3 K3 External air temperature earth
Cylinder 2 injector - control D4 K4 Not used
Not used E1 L1 Not used
Phase sensor signal (cylinder) E2 L2 Not used
Phase sensor earth (cylinder) E3 L3 EGR valve control
Cylinder 3 injector + control E4 L4 Not used
Knock sensor signal (pinking) F1 M1 Not used
Engine speed (TDC) sensor + signal F2 M2Turbocharging solenoid valve control
(728, 729)
Engine speed sensor earth (TDC) F3 M3 Not used
Cylinder 3 injector - control F4 M4 Fuel flow actuator control

13B-17V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
32-TRACK GREY CONNECTOR C
Description Tracks Tracks Description
Not used A1 E1 Not used
Water in diesel fuel detector earth A2 E2 Not used
Not used A3 E3 Not used
Not used A4 E4 Not used
Not used B1 F1 Supply relay control
Not used B2 F2 Preheating relay control
Water in diesel fuel detector signal B3 F3 Not used
Not used B4 F4 Not used
Not used C1 G1 Not used
Not used C2 G2 After relay + battery 1 earth
Refrigerant pressure sensor signal C3 G3 Refrigerant pressure sensor earth
Refrigerant pressure sensor supply C4 G4 Not used
Not used D1 H1 Potentiometer earth Gang 1
Not used D2 H2 Not used
Heater plug diag signal D3 H3 After relay + battery 2
Not used D4 H4 Not used
NOTE:
The supply voltage on tracks G2 and H2 is not measurable when the computer connector is disconnected.

13B-18V4 MR-372-J84-13B000$030.mif
13B
DDCR INJECTION
Vdiag No.: 44, 48
COMPUTER REPLACEMENT, PROGRAMMING AND REPROGRAMMING OPERATIONS
Before reprogramming or removing the computer in After-Sales operations, save the following data to the
diagnostic tool:
– The C2I parameters (individual injector correction) and the engine adaptives using command SC003 Save
computer data.
The system can be reprogrammed with the diagnostic socket using the RENAULT CLIP diagnostic tool
(Consult Technical Note 3585A, Computer programming and reprogramming procedure, and follow the
instructions given by the diagnostic tool).
Any time the computer has been reprogrammed
– Use the diagnostic tool command SC001 Enter saved data to restore the C2I and the engine adaptives.
– Use command AC028 Static test to reinitialise the computer (fan assembly, etc.).
– When changing the pump, refer to the high pressure pump replacement procedure (consult Technical Note 5011A,
Repriming Delphi high pressure pumps on K9K engines).
– Switch the ignition off and then on again.
–Activate the starter without releasing the key until the engine starts (the engine start time can be up to 20
seconds).
– Stop the engine (to initialise the computer) and wait 30 seconds.
– Switch the ignition on again and use the diagnostic tool to carry out the following steps:
– Run command VP010 Enter VIN.
– After injection system programming, stored faults may appear on other computers. Clear the memory of these
computers. IMPORTANT:
Before reprogramming the injection computer, move the main Cruise control/Speed limiter switch to the rest
position. The information about the cruise control or the speed limiter displayed on the instrument panel
disappears.
Otherwise, if the main switch remains in the cruise control or speed limiter position during and after reprogramming,
the Cruise control/Speed limiter function will not be operational.
The procedure for resetting the function is as follows:
Vehicle ignition on.
Main switch in rest position (the computer then detects the rest position).
Switch in Cruise control position to activate the Cruise control function.
Switch in Speed limiter position to activate the Speed limiter function.
IMPORTANT
– Switch on the diagnostic tool (mains or cigarette lighter supply).
– Connect a battery charger.
– Switch off all electrical consumers (lights, interior lights, air conditioning, radio/CD, etc.).
– Wait for the engine to cool (engine coolant temperature below 60°C and air temperature below 50°C).
DIESEL INJECTION
Fault finding – Replacement of components

13B-19V4 MR-372-J84-13B000$030.mif
DIESEL INJECTION
Fault finding – Replacement of components13B
DDCR INJECTION
Vdiag No.: 44, 48
REPLACING THE INJECTORS:
The system may be configured via the diagnostic socket using the RENAULT CLIP diagnostic tool.
The C2I parameters must be replaced after replacing an injector/injectors.
To do this, reprogram the C2I into the computer using the following commands:
Cylinder 1 injector: command VP001 Cylinder 1 injector code (cylinder at flywheel end).
Cylinder 2 injector: command VP002 Cylinder 2 injector code.
Cylinder 3 injector: command VP003 Cylinder 3 injector code.
Cylinder 4 injector: command VP004 Cylinder 4 injector code.
It is also possible to enter the four C2I using command SC002 Enter injector codes.
The technician can use the appropriate command to re-enter the new C2I for the replaced injector and to erase the
old C2I.
–Only after simultaneously replacing at least three injectors, reset the injector programming adaptives, using
command RZ004 Pressure regulation programming adaptives. IMPORTANT
AFTER A PROGRAMMING OPERATION, DO NOT CONNECT THE BATTERY FOR AT LEAST 30 minutes (to
carry out other work on the vehicle).
Note:
If commands SC001 and SC003 have been lost or if they are not operating after programming the computer:
– Enter the C2I for each injector manually, by reading the C2I on each injector (see Replacement of
components, Injector replacement).
– Use command AC028 Static test to reinitialise the computer (fan assembly, etc.).
– Switch the ignition off and then on again.
– Clear the engine management computer faults.
IMPORTANT
It is not possible to try an injection computer from the Parts Department as it will not be possible to fit it on another
vehicle afterwards.
Note:
C2I (individual injector correction) is a calibration carried out in the factory on each injector to adjust the flow
of each injector precisely.
The correction values are written on a label affixed to each injector, then entered in the computer which can then
actuate each injector by taking account of their manufacturing variation.

13B-20V4 MR-372-J84-13B000$030.mif
DIESEL INJECTION
Fault finding – Replacement of components13B
DDCR INJECTION
Vdiag No.: 44, 48
REPLACING THE HIGH PRESSURE PUMP
On a vehicle which is equipped with a computer with a Vdiag 44, always reprogram the injection computer
(see Replacement of components, Computer replacement, programming, or reprogramming operations),
then apply the procedure below.
This reprogramming will install new functions in the computer to enable the injection pump to be reprimed with
diesel without damaging it.
After reprogramming, Vdiag 44 is replaced by Vdiag 48.
On a vehicle fitted with a computer with Vdiag 48, apply the procedure below before starting the engine.
PROCEDURE
Refer to Technical Note 5011A, Repriming Delphi high pressure pumps on K9K engines.
EGR VALVE REPLACEMENT:
If the EGR valve is replaced, program the new valve's offset position. To do this, clear the old offset using the EGR
programming deletion procedure and run command RZ002 EGR valve adaptive. IMPORTANT:
When reprogramming the computer, only carry out the following procedure after command AC028 Static
test has been run (see Replacement of components, Computer reprogramming operation).
IMPORTANT:
Perform this procedure only if the valve is new.