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

13B-8V4 MR-372-J84-13B000$020.mif
13B
DDCR INJECTION
Vdiag No.: 44, 48
System outline
The DDCR injection system used on the K9 engine is an electronically managed high pressure injection system.
The fuel is compressed by a high pressure pump then stored in a rail that feeds the injectors. Injection occurs when
a current pulse is applied to the injector holders. The injected flow is proportional to the rail pressure and to
the applied pulse length, and the start of injection is phased with the start of the pulse.
The circuit comprises two subsystems, which are distinguished by the fuel pressure level.
– The low pressure system includes the tank, diesel fuel filter, transfer pump and injector holder return pipes.
– The high pressure circuit contains the high pressure pump, the rail, the injector holders and the high pressure tubes.
Finally, there are a certain number of sensors and regulating actuators for controlling and monitoring the entire
system.
Functions provided
Function: Fuel supply management (timing, flow and pressure).
Quantity of fuel injected and injection timing adjustment
The injection checking parameters are the quantities to be injected and their respective timing. These are calculated
by the computer using signals from the following sensors:
• Engine speed (Crankshaft + Cam for synchronisation)
• Accelerator pedal
• Turbocharging pressure and air temperature (Turbocharger pressure)
• Coolant temperature
• Air temperature
• Air load (Flow and Pressure)
• Rail pressure
• Flowmeter
• Turbocharging solenoid valve
The quantities to be injected and their respective timing are converted into:
• a reference tooth
• the time between this tooth and the start of the pulse
• the time for which the supply to the injector holder is on
An electrical current (pulse) is sent to each injector holder according to previously calculated data. The system
makes one or two injections (1 pilot injection, 1 main injection). The general principle is to calculate an overall
injected flow which will then be divided into a main injection flow and a pilot injection flow, to help the combustion
process work properly and to reduce pollutant emissions.
An accelerometer is used to monitor some of the fuel injection deviation. This has several roles:
• Protecting the engine by detecting injection leaks (disabled on the basic vehicle).
• Checking the pilot quantity by measuring deviation and dispersion
• By changing both the duration and timing of the injection, the quantity of fuel injected and the mixture ignition timing
can be adjusted.
DIESEL INJECTION
Fault finding – System operation

13B-9V4 MR-372-J84-13B000$020.mif
DIESEL INJECTION
Fault finding – System operation13B
DDCR INJECTION
Vdiag No.: 44, 48
Rail pressure check
The quality of combustion is influenced by the size of the atomised droplets in the cylinder. In the combustion
chamber, smaller fuel droplets will have time to burn fully, and will not produce smoke or unburned particles. To
meet the pollution requirements, the droplet size, and therefore the size of the injection holes, must be reduced.
With smaller holes, less fuel will be able to be introduced at a given pressure, which limits the power. To handle this
drawback, the injected fuel flow has to be increased, which means a pressure increase (and more apertures on the
injector nozzles). For the DDCR injection system, the pressure reaches 1400 bar in the rail, and must be constantly
regulated. The measuring circuit consists of an active pressure sensor on the rail connected to an analogue port on
the computer.
The High Pressure pump is supplied at low pressure (5bar) by a built-in transfer pump. This pump supplies the rail.
The rail filling pressure is controlled by the filling valve (IMV) and the discharge pressure is controlled by the injector
valves. This compensates for pressure drops. The filling actuator enables the high pressure pump to supply just
the exact quantity of diesel fuel required to maintain the rail pressure. This mechanism minimises the heat
generated and improves engine output.
In order to discharge the rail using the injector valves, the valves are actuated by short electrical pulses which are:
– short enough not to open the injector (and pass through the return circuit from the injectors),
– long enough to open the valves and discharge the rail.
The fuel surplus is sent back to the fuel filter or the tank, according to its flow. If there is no IMV control, the rail
pressure is limited by a discharge valve fitted on the pump.
Idling speed regulation
The computer handles the calculation of idling speed. This has to take account of the instantaneous power level to
be supplied, according to the following factors:
– Engine coolant temperature
– Gear engaged
– Battery charging
– Electrical consumers (Heating elements, Air conditioning, Fan assembly, Heated windscreen, etc.) active or
inactive
Individual injector correction (C2I)
The DDCR system injectors must be calibrated with corrective values to adjust their flow precisely. Each injector is
calibrated for different pressures on a test bench, and its specifications are shown on a label attached to the body of
the injector holders. These individual correction values are then written to the computer EEPROM, which can then
actuate the injectors by taking into account their manufacturing dispersion.

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-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-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-22V4 MR-372-J84-13B000$050.mif
13B
DDCR INJECTION
Vdiag No.: 44, 48
Tool faultAssociated
DTCDiagnostic tool title
DF001 0115 Coolant temperature sensor circuit
DF002 0070 Air temperature sensor circuit (728, 729)
DF003 2226 Atmospheric pressure sensor circuit
DF005 0335 Engine speed sensor circuit.
DF007 0190 Rail pressure sensor circuit
DF008 0225 Pedal potentiometer circuit track 1
DF009 2120 Pedal potentiometer circuit track 2
DF010 0409 EGR position sensor circuit
DF014 0500 Vehicle speed information circuit
DF015 0685 Main relay control circuit
DF016 0403 EGR control circuit
DF017 0382 Preheating unit control circuit
DF024 0231 Low pressure actuator control circuit
DF025 0380 Preheater unit diagnostic connection
DF026 0201 Cylinder 1 injector control circuit
DF027 0202 Cylinder 2 injector control circuit
DF028 0203 Cylinder 3 injector control circuit
DF029 0204 Cylinder 4 injector control circuit
DF037 0513 Engine immobiliser
DF038 0606 Computer
DF039 0110 Inlet air temperature sensor circuit
DF047 0560 Computer feed voltage
DIESEL INJECTION
Fault finding – Fault summary table

13B-78
AFTER REPAIRDeal with any faults declared by the diagnostic tool. Clear the computer fault memory.
Carry out a road test followed by another check with the diagnostic tool.
V4 MR-372-J84-13B000$062.mif
DIESEL INJECTION
Fault finding – Interpretation of faults13B
DDCR INJECTION
Vdiag No.: 44, 48
DF121
STOREDACCELEROMETER CIRCUIT
NOTESPriorities when dealing with a number of faults :
DF001 Coolant temperature sensor circuit,
DF002 Air temperature sensor circuit,
DF098 Fuel temperature sensor circuit,
DF003 Atmospheric pressure sensor circuit.
A fault on these sensors could lead to incorrect fault finding on the accelerometer.
Conditions for applying fault finding procedures to stored faults:
The fault is present with the engine idling.
Check the conformity of the injectors fitted to the vehicle in relation to the type of vehicle and engine number
(low, high or very high pressure injector).
Check the condition and connection of the accelerometer connector.
Repair if necessary.
Check the connection and condition of the brown 48-track connector B of the computer and check the sensor
shielding on track K1.
Repair if necessary.
Check the insulation, continuity and the absence of interference resistance on the following connections:
Sensor connector track 1 Track F1 computer connector B
Sensor connector track 2 Track G1 computer connector B
Repair if necessary.
Check that the C2I is correctly entered on the computer.
Check that the accelerometer is secured on the engine.
Disconnect and reconnect the accelerometer sensor to accomplish fast programming.
Carry out a road test followed by another check with the diagnostic tool.
If the fault is still present, replace the accelerometer.

13B-83V4 MR-372-J84-13B000$070.mif
13B
DDCR INJECTION
Vdiag No.: 44, 48
MAIN STATUSES AND PARAMETERS OF THE COMPUTER:
NOTESOnly check conformity after a full check with the diagnostic tool.
The values shown in this conformity check are given as examples.
Application conditions: Engine off, ignition on.
FunctionParameter or Status
Check or actionDisplay and notes Fault finding
Battery
voltagePR074: Battery
voltage12 V < PR074 < 13.5 VIf there is a fault, apply the
fault finding procedure for the
"Charge circuit".
Engine speedPR055: Engine
speedIndicates the engine's speed of
rotation in rpm.In the event of a fault, apply
the fault finding procedure for
DF005 "Engine speed sensor
circuit".
Accelerator
pedal positionPR030: Accelerator
pedal position.
0%Indicates the position of the
accelerator pedal as a %.
PR030 = 0 %In the event of a fault, apply
the fault finding procedure for
Pedal sensor circuit gang 1
and gang 2
(DF008 and DF009)
and DF113 Sensor supply
voltage.
Coolant
temperaturePR064: Coolant
temperature.
Warm: 90 °CIndicates the coolant
temperature in °C.
Default value: 80°CIn the event of a fault, consult
the interpretation of
parameter PR064 Coolant
temperature.
External air
temperaturePR061: External air
temperatureGives the external air
temperature in °C. This
parameter is controlled by the
UCH and transmitted to the
injection via the multiplex
network.
Default value: 20°C.In the event of a fault, apply
the fault finding procedure for
this fault described in the
UCH document.
DIESEL INJECTION
Fault finding – Conformity check