engine RENAULT SCENIC 2009 J84 / 2.G Engine And Peripherals EDC16 Workshop Manual
[x] Cancel search | Manufacturer: RENAULT, Model Year: 2009, Model line: SCENIC, Model: RENAULT SCENIC 2009 J84 / 2.GPages: 273
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1Engine and peripherals
V3 MR-372-J84-13B250$TOC.mif
V3
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."
V3
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. 2009
DIESEL INJECTION
EDC16
PROGRAM No: C1
Vdiag No.: 51
Fault finding – Introduction 13B - 2
Fault finding – Cleanliness guidelines 13B - 7
Fault finding – System operation 13B - 9
Fault finding – Allocation of computer tracks 13B - 17
Fault finding – Replacement of components 13B - 20
Fault finding – Fault summary table 13B - 26
Fault finding – Interpretation of faults 13B - 30
Fault finding – Conformity check 13B - 133
Fault finding – Status summary table 13B - 171
Fault finding – Interpretation of statuses 13B - 172
Fault finding – Parameter summary table 13B - 206
Fault finding – Command summary table 13B - 208
Fault finding – Interpretation of commands 13B - 209
Fault finding – Customer complaints 13B - 222
Fault finding – Fault Finding Chart 13B - 223
Fault finding – Test 13B - 240
Fault finding – Glossary 13B - 273
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DIESEL INJECTION
Fault finding – Introduction13B
13B - 2V3 MR-372-J84-13B250$045.mif
113B
EDC16
PROGRAM No: C1
Vdiag No.: 51DIESEL 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 (CD-ROM), paper version.
Type of diagnostic tools
–CLIP + CAN sensor
Special tooling required
3. RECAP
Procedure
To run fault finding on the vehicle's computers, switch on the ignition in fault finding mode (forced + after ignition
feed).
–vehicle's card in reader;
–press and hold the Start button (longer than 5 seconds) with start-up conditions not present,
–connect the diagnostic tool and perform the required operations.
To cut off the + after ignition feed, proceed as follows:
–disconnect the diagnostic tool,
–vehicle card in reader,
–press the Start button twice briefly (less than 3 seconds),
–ensure that the + after ignition feed has been cut off by checking that the computer indicator lights on the
instrument panel have gone out. Vehicle(s): MEGANE II, SCENIC II
Engine type and suffix: F9Q 804
Function concerned: DIESEL INJECTIONName of computer: BOSCH EDC16 C3
Program no.: C1
Vdiag No.: 51
Special tooling required
Multimeter
+ Elé. 1590Computer connection bornier
Or Elé. 1681Universal bornier
EDC16_V51_PRELI
MR-372-J84-13B250$045.mif
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Fault finding – Introduction13B
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PROGRAM No: C1
Vdiag No.: 51
5. FAULT FINDING LOG
You will always be asked for this log:
●when requesting technical assistance from Techline,
●for approval requests when replacing parts for which approval is mandatory,
●to be attached to monitored parts for which reimbursement is requested. The log is needed for warranty
reimbursement, and enables better analysis of the parts removed.
6. SAFETY ADVICE
Safety rules must be observed during any work on a component to prevent any damage or injury:
–make sure that the battery is properly charged to avoid damaging the computers with a low load,
–use the appropriate tools.
7. CLEANLINESS ADVICE TO FOLLOW WHEN CARRYING OUT OPERATIONS ON THE HIGH PRESSURE
DIRECT INJECTION SYSTEM
Risks relating to contamination
The system is highly sensitive to contamination. The risks associated with contamination are:
–damage to or destruction of the high pressure injection system and the engine,
–a component seizing or leaking.
All After-Sales operations must be performed under very clean conditions. This means that no impurities (particles a
few microns in size) should be allowed to penetrate the system during dismantling or get into the circuits via the fuel
unions.
The cleanliness guidelines must be applied from the filter through to the injectors.IMPORTANT!IMPORTANT
Any fault on a complex system requires thorough fault finding with the appropriate tools. The
FAULT FINDING LOG, which should be completed during the procedure, enables you to keep
track of the procedure which is carried out. It is an essential document when consulting the
manufacturer.
IT IS THEREFORE COMPULSORY TO COMPLETE A FAULT FINDING LOG
EVERY TIME A FAULT FINDING PROCEDURE IS PERFORMED
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DIESEL INJECTION
Fault finding – Cleanliness guidelines13B
13B - 7V3 MR-372-J84-13B250$033.mif
EDC16
PROGRAM NO.: C1
Vdiag No.: 51DIESEL INJECTION
Fault finding – Cleanliness guidelines
I - RISKS 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 - NOTES TO BE FOLLOWED BEFORE ANY OPERATION
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-J84-13B250$033.mif
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DIESEL INJECTION
Fault finding – System operation13B
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EDC16
PROGRAM No: C1
Vdiag No.: 51DIESEL INJECTION
Fault finding – System operation
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 112-track BOSCH EDC16 C3 type computer.
The system is comprised of:
–a priming bulb on the low pressure circuit,
–a diesel filter,
–a high pressure pump with a built-in low pressure pump (transfer pump),
–a high pressure regulator mounted on the pump,
–an injector rail,
–a diesel fuel pressure sensor built into the rail,
–four solenoid injectors,
–a coolant temperature sensor,
–a cylinder reference sensor,
–an engine speed sensor,
–a turbocharger pressure sensor,
–an accelerator pedal potentiometer,
–an EGR solenoid valve,
–an atmospheric pressure sensor integrated into the injection computer,
–an air flow sensor with an air temperature sensor,
–a turbocharging pressure limitation solenoid valve,
–a motorised damper valve.
The common rail direct high pressure injection system works sequentially (based on the petrol engine multipoint
injection).
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 fuel supplied, according to the requirement determined by the computer. The rail
supplies each injector through a steel pipe.
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PROGRAM No: C1
Vdiag No.: 51
a) The computer:
Determines the value of injection pressure necessary for the engine to operate correctly and then controls the
pressure regulator.
Checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on the rail.
Determines the injection duration necessary for supplying the correct quantity of diesel and the moment when
injection is required; controls each injector electrically and individually after determining these values.
The flow injected into the engine is determined by:
–the duration of injector control,
–the rail pressure (regulated by the computer),
–the injector opening and closing speed,
–the needle stroke (determined by a constant for the type of injector),
–the nominal hydraulic flow of the injector (specific to each injector).
The computer manages:
–idling regulation,
–exhaust gas flow reinjection to the inlet (EGR),
–fuel supply check (advance, flow and rail pressure),
–the CMV control via the Protection and Switching Unit (centralised coolant temperature management function),
–the air conditioning (cold loop function),
–the cruise control/speed limiter function,
–pre-post heating control,
–fault warning lights via the multiplex network.
The high pressure pump is supplied at low pressure by an integrated low pressure pump (transfer pump).
It supplies the rail, the pressure of which is controlled by the fuel flow actuator (MPROP) for charging, and for
discharging by the injector valves. This compensates for pressure drops. The fuel flow actuator enables the high
pressure pump to supply the exact quantity of diesel fuel required to maintain the rail pressure. This component
minimises the heat generated and improves engine output. In order to discharge the rail using the injector valves, the
valves are controlled by brief electrical pulses which are:
–short enough not to open the injector (passing through the feedback circuit from the injectors),
–long enough to open the valves and discharge the rail.
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PROGRAM No: C1
Vdiag No.: 51
b) Multiplex connection between the different vehicle computers.
The electronic system fitted in this vehicle is multiplexed.
This enables dialogue between the various vehicle computers. As a result:
–the activation of the fault warning lights on the instrument panel is performed by the multiplex network, with the
vehicle speed sensor on the gearbox deactivated,
–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 transmitted by the ABS computer via a wire connection, then
sent out on the multiplex network by the instrument panel. The vehicle speed signal is used mainly by the injection
computer and the airbag computer.
Some vehicles have adopted a sensor for detecting water in the diesel fuel, located in the filter. If there is water in the
diesel fuel, the orange "Injection and pre-post heating" warning light will come on.
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 flow actuator, the diesel fuel
temperature sensor and the venturi 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, the pressure sensor, the rail and the five high pressure pipes must be replaced.
It is forbidden to remove any injection pump pulley bearing the number 070 575. If the pump needs to be replaced,
replace the pulley.
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.WARNING
The engine must not operate with:
–Diesel fuel containing more than 10 % diester,
–petrol, even in tiny quantities.
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PROGRAM No: C1
Vdiag No.: 51
c) Hosted functions:
Air conditioning management assistance:
In the case of vehicles with climate control, the EDC16 system has 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 transitory phases (such as demands for high acceleration when overtaking, anti-stall and start-up) These
conditions are only taken into account when they do not occur repeatedly, to prevent instability in the system
(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:
–authorising cold requests according to the refrigerant pressure, the engine coolant temperature and the engine
speed,
–calculating the power absorbed by the compressor (from the refrigerant pressure),
–requesting operation of the GMV, from the UPC, 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.
Management of the damper valve:
The damper valve currently has three functions:
–the valve closes in order to block the passage of air towards the cylinders to shut off the engine. The aim of this is
to stop the engine as quickly as possible and to reduce instabilities as the engine is switched off.
–"valving" function depending on the engine operation: the damper valve closes by a few % to create a ''venturi''
effect at the EGR valve passage section.
The aim of this is to accelerate the air flow of EGR gases and to reduce the emission of pollutants.
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PROGRAM No: C1
Vdiag No.: 51
Passenger Compartment Heating Resistor Management:
In order to reduce the time required to heat up the passenger compartment, the vehicle is fitted with Passenger
Compartment Heating resistors (RCH). These passenger compartment heating resistors are run and controlled by
the UCH. The injection computer authorises or prohibits the operation of the passenger compartment heating
resistors according to the operating phases and engine power needs.
Cruise control/speed limiter management:
The vehicle cruise control function, when activated, allows you to keep the vehicle speed at a selected value
regardless of the driving conditions encountered.
Using the control buttons, the driver can increase or reduce the speed of the vehicle.
If the driver wishes to exceed the cruising speed, he may:
–depress the accelerator pedal and exceed the cruising speed (the vehicle will return to the initial cruising speed
once the driver takes his foot off the pedal),
–press the system control buttons.
The cruise control function can be deselected either by:
–the system control buttons,
–deactivating the cruise control switch,
–when system events are detected, such as the brake pedal or clutch being depressed,
–when system errors are detected such as an inconsistent vehicle speed.
The cruise function can also be temporarily disabled when the driver wants to increase speed by depressing the
accelerator pedal. The cruising speed is resumed when the driver releases the accelerator pedal.
The vehicle will then attempt to reach the cruising speed at a controlled acceleration rate.
It is possible to reactivate the vehicle speed control and resume the last cruising speed after deactivation (computer
supply not cut off).
When activated (using the selection switch) the vehicle speed limiter function limits the vehicle speed to a
preselected 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 ignores the pedal request and controls the vehicle speed in
the same way as the cruise control function, provided that the driver keeps the accelerator pedal sufficiently
depressed.
Like the cruise control function, the limit speed can be modified by pressing or pressing and holding the control
buttons.
For safety reasons, it is possible to exceed the limit speed by depressing the accelerator pedal and exceeding the
pedal position limit value. The vehicle speed is then totally controlled as a function of pedal position until the speed
falls back below the limit speed when the speed limiter function will once again be reactivated.
If the driver wishes to exceed the cruising speed, he may:
–exceed the accelerator pedal's kickdown point,
–increase the limit speed by pressing or pressing and holding the limit speed switch.
The speed limiter function can be deselected either:
–the system control buttons,
–by switching off the speed limiter switch,
–when system events are detected, such as the brake pedal or clutch being depressed,
–when system errors are detected such as an inconsistent vehicle speed.
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Exhaust gas recirculation management
The exhaust gas recirculation system comprises a direct current EGR valve controlled by an H bridge in the
computer. This system has a built-in valve position feedback potentiometer.
The EGR valve is controlled in a closed loop on the change in the air flow measured by the flow sensor.
The potentiometer is used in the fault finding procedure for the EGR valve position.
Warning light management:
Instrument panel display
The computer manages the data display on the instrument panel relating to engine operation. This involves six
functions:
–the pre-postheating warning light,
–the coolant temperature warning light or warning message;
–the fault level 1 warning light (non-critical fault),
–the fault level 2 warning light (emergency stop),
–the OBD warning light (European On Board Diagnostic).
These five functions are represented by 4 or 5 warning lights and/or messages sent by the trip computer.
A 3 second visual inspection is carried out by the injection computer when ignition is switched on (automatic
procedure for test managed by the instrument panel).
Orange Pre-post heating/non-critical fault SERVICE warning light (level 1)
This light is used both as an in-operation indicator light and as a system fault indicator:
–Continuously lit with + after ignition feed:
Indicates preheating of the spark plugs.
–Continuous lighting accompanied by the message CHECK INJECTION or ELECTRONIC FAULT:
Indicates a level 1 fault (implies operation in injection system defect mode).
The driver should carry out repairs as soon as possible.
Temperature warning light/red EMERGENCY STOP (level 2)
This indicator light is used both as an in-operation indicator light and as a system fault warning light. Lights up for
3 seconds when the ignition is switched on (automatic test procedure managed by the instrument panel):
–Continuously lit or alternately lit with ENGINE OVERHEATING message:
Indicates engine overheating (the driver is free to choose whether or not to stop the vehicle).
–Continuously lit with the FAULTY INJECTION message:
Indicates a level 2 fault (In this case, the injection is automatically cut after a few seconds).
The driver should carry out repairs as soon as possible.
ORANGE OBD excess pollution warning light
An engine symbol accompanied by the message CHECK EMISSION CONTROL.
This warning light comes on if the system has one or more OBD faults.
This warning light is used to warn the driver of injection faults leading to excessive pollution or that the EOBD* system
has been deactivated.
The injection computer requests activation of the OBD warning light for a present fault only after three successive
driving cycles.
A 3 second visual inspection is carried out by the injection computer when ignition is switched on (automatic
procedure for test managed by the instrument panel).
*EOBD: Electronic on board diagnostics.