ECO mode RENAULT SCENIC 2011 J95 / 3.G Engine And Peripherals Workshop Manual

13B-2V4 MR-372-J84-13B000$010.mif
13B
DDCR INJECTION
Vdiag No.: 44, 48
1. APPLICABILITY OF THE DOCUMENT
This document presents the fault finding procedure applicable to all computers with the following specifications:
Following the introduction of the Pump repriming function on K9K engines, a new Vdiag was issued to cover this
function.
When replacing a high pressure pump on vehicles fitted with a computer with Vdiag 44, it is essential to reprogram
the injection computer to activate the Pump repriming function.
After reprogramming, Vdiag 44 is replaced by Vdiag 48.
2. PREREQUISITES FOR FAULT FINDING:
Documentation type:
Fault finding procedures (this document):
– Assisted fault finding (integrated into the diagnostic tool), Dialogys.
Wiring Diagrams:
– Visu-Schéma (CD-ROM), paper.
Type of diagnostic tools:
–CLIP
Special tooling required:
3. REMINDERS
Procedure
To run fault finding on the vehicle's computers, switch on the ignition in fault finding mode (forced + after ignition
feed).
Proceed as follows:
– Vehicle card in card reader.
– Press and hold the start button (longer than 5 seconds) with the start-up conditions not fulfilled.
– Then connect the diagnostic tool and perform the required operations.Vehicle(s): MEGANE II, SCENIC II
for engines K9K 722, 728, 729
Function concerned: DELPHI K9 DIESEL
DIRECT COMMON RAIL INJECTION (DDCR)Computer name: DDCR INJECTION
Program No.: BE
Vdiag No.: 44, 48
SPECIAL TOOLING REQUIRED
Multimeter.
Elé. 1590 112-track computer bornier.
Elé. 1681 Universal bornier.
Mot. 1711 Injector flow measuring kit.
DDCR_V44_PRELI/DDCR_V48_PRELI
DIESEL INJECTION
Fault finding – Introduction

13B-3V4 MR-372-J84-13B000$010.mif
DIESEL INJECTION
Fault finding – Introduction13B
DDCR INJECTION
Vdiag No.: 44, 48
To cut off + after ignition, proceed as follows:
– disconnect the diagnostic tool,
– press the start button twice briefly (less than 3 seconds),
– check that the + after ignition feed has been cut off by checking that the computer warning lights on the instrument
panel have gone out.
Fault
Faults are declared present or stored (depending on whether they appeared in a certain context and have
disappeared since, or whether they remain present but are not diagnosed within the current context).
The present or stored status of the faults should be taken into consideration when the diagnostic tool is used after
the + after ignition feed has been connected (with no system components activated).
For a present fault,apply the procedure described in the Interpretation of faults section.
For a stored fault, note the faults displayed and apply the Notes paragraph.
If the fault is confirmed when the notes are applied, the fault is present. Deal with the fault.
If the fault is not confirmed, check:
– the electrical lines which correspond to the fault,
– the connectors on these lines (corrosion, bent pins, etc.),
– the resistance of the faulty component,
– the condition of the wires (melted or cut insulation, wear).
Or use diagnostics to check the circuit of the suspect component.
Conformity check
The conformity check is designed to check the statuses and parameters that do not display any faults on
the diagnostic tool when inconsistent. Therefore, this stage is used to:
Run fault finding on faults that do not have a fault display, and which may correspond to a customer complaint,
– Check that the system is operating correctly and that there is no risk of a fault recurring after repair.
– This section features the fault finding procedures for statuses and parameters, and the conditions for checking
them.
If a status is not operating normally or a parameter is outside permitted tolerance values, you should consult
the corresponding fault finding page.
Customer complaints - Fault-finding chart
If the diagnostic tool check is correct, but the customer complaint is still present, it should be dealt with using
Customer complaints.NOTE:
The right-hand and left-hand xenon bulb computers are powered when the dipped headlights are lit. Fault finding
can only be carried out on them after the ignition has been switched on in fault finding mode (forced + after ignition
feed) and the dipped headlights are on.
A summary of the overall procedure to follow is provided on the following page in the form of a flow chart.

13B-10V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
Measuring the angular position (Cylinder reference sensor)
The angular position is measured using a magneto-inductive sensor triggered by machined teeth on the engine
flywheel. This flywheel has 60 teeth separated by six degrees, minus 2 missing teeth that form a notch.
A second sensor (Hall effect), activated by a machined tooth on the high pressure pump drive pulley
(synchronised with the camshaft), which rotates at half the engine speed, supplies a signal showing the progress of
the injection cycle. By comparing the signals from these two sensors, the computer's APS module (Angular Position
Subsystem) can supply the entire system with the synchronisation factors, namely: the angular position of
the flywheel, the engine speed, the number of the active injector, and the injection cycle timing. This module also
supplies the system with the engine speed signal.
Flow capacity function (VLC)
Because of the combination of several parameters such as the diesel fuel temperature, part wear, clogging of the
diesel filter, etc., the system may reach its limit during its service life. If this happens, the rail pressure cannot be
maintained because the pump lacks the necessary capacity. If the pump lacks the necessary capacity, this
programming will therefore reduce the requested flow to a value that will enable the pressure monitoring system to
control the pressure again.
The customer may have noticed a loss of vehicle performance when this program is activated (confirmed by
ET563 Flow capacity function). This is part of normal operation.
Function: Air flow management.
EGR valve control
The EGR (Exhaust gas recirculation) system comprises a proportional EGR valve with a built-in valve position
feedback potentiometer. The EGR valve position is controlled by the potentiometer in a closed loop and/or by
changes in the estimated air flow.
Calculation of the air flow
WITHOUT FLOWMETER (K9K 722)
Certain models are not fitted with air flowmeters. In this case the amount of fresh inlet air must be evaluated, based
on the values supplied by the surrounding systems. The (theoretical) air volume is calculated using a model with
these calculation parameters:
– the inlet air temperature measured by a sensor located after the turbocharger and/or after the intercooler (if fitted),
– the turbocharging pressure,
– the atmospheric pressure (external air),
– the EGR valve position,
– the fuel flow,
– the engine speed.
The atmospheric pressure sensor is optional. If fitted, it sends back an atmospheric pressure signal to an analogue
port on the micro-controller. If not, atmospheric pressure is recovered based on the turbocharger pressure
and the engine field.

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-136
AFTER REPAIRCarry out a road test followed by another check with the diagnostic tool.
V4 MR-372-J84-13B000$090.mif
DIESEL INJECTION
Fault finding – Interpretation of statuses13B
DDCR INJECTION
Vdiag No.: 44, 48
ET415
CONTINUED 5
STATUS 8
Automatic transmission in defect mode.
NOT AVAILABLE ON THIS SOFTWARE
STATUS 9Vehicle speed monitoring
Status ET415 becomes STATUS 9 if the vehicle speed received by the computer is
invalid or absent.
This signal is conveyed on the multiplex line and deactivates the cruise control.
Carry out a multiplex network test, then run fault finding on the ABS computer.
Deal with the present or stored faults (see 38C, ABS).
Reinitialise status ET415 on the injection computer by running command
RZ001 Fault memory.
If the specification STATUS 9 is still present, contact Techline.
STATUS 10Monitoring by injection computer
Status ET415 becomes STATUS 10 when driving with cruise control active
(ET042 Cruise control - speed limiter: CRUISE CONTROL) and if the injection
computer detects a fault anywhere in the engine management system, or an engine
speed that is too high or too low.
This signal is conveyed on the multiplex line and deactivates the cruise control.
Carry out a multiplex network test, then Perform fault finding on the injection
computer.
Deal with any present or stored faults (see 13B, Diesel injection).
Reinitialise status ET415 on the injection computer by running command
RZ001 Fault memory.
If STATUS 10 is still present, contact the Techline.