air conditioning RENAULT SCENIC 2010 J95 / 3.G Petrol Injection S3000 Injection Workshop Manual

PETROL INJECTION
Fault finding - System operation
17B
17B - 7
PETROL INJECTION
Fault finding - System operation
17B
17B - 7V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54PETROL INJECTION
Fault finding - System operation
1. SYSTEM OPERATION
Composition
The injection system consists of the:
– accelerator potentiometer,
– clutch pedal switch,
– TDC sensor,
– atmospheric pressure sensor,
– air temperature sensor,
– coolant temperature sensor,
– upstream oxygen sensor,
– downstream oxygen sensor,
– cruise control switch,
– steering column switch,
– cruise control on/off switch,
– fuel vapour absorber,
– injection computer,
– motorised throttle valve,
– 4 injectors,
– 4 pencil coils,
– pinking sensor,
– camshaft dephaser solenoid valve (non-LPG K4M only),
– camshaft position sensor (non-LPG K4M only),
– turbocharging pressure sensor (F4R turbo only)
– electric coolant pump (F4R turbo only),
– wastegate solenoid valve (only on F4R Turbo),
– turbocharging solenoid valve (only on F4R-Turbo)
Computer
128 track SAGEM type S3000 FLASH EEPROM computer controlling injection and ignition.
Multipoint injection in sequential mode.
Connections to the other computers:
– air conditioning,
– UCH,
– protection and switching unit (UPC)
– Automatic Gearbox Electronic Control Unit (AUTO).
– airbag,
– ABS/ESP,
– instrument panel.
MR-372-J84-17B050$094.mif

PETROL INJECTION
Fault finding - System operation
17B
17B - 9
PETROL INJECTION
Fault finding - System operation
17B
17B - 9V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Camshaft dephaser
Its role is to modify the valve timing.
The camshaft dephaser is continuously variable in operation.
In applications without a camshaft sensor, the engine phasing is controlled by software. This is the case on engines
that do not have a camshaft dephaser.
This information can be displayed by reading configuration LC008 Camshaft dephaser.
A first strategy called "Memo phasing" is applied to phase the engine management on starting according to the data
recorded when the engine last stalled. Wait for the end of auto-feed (power latch and therefore this data being
saved) before disconnecting the computer.
Then, a second program confirms the first decision. It is based on torque analysis.
The injection computer actuates a camshaft dephaser that varies according to the engine:
–K4M engine
Continuous variable inlet camshaft dephaser between 0 and 43° of the crankshaft, controlled by a solenoid
valve supplied by an opening cycle ratio circuit through the injection computer.
–F4R and F4R-T engines
Inlet camshaft dephaser controlled by a solenoid valve with an all or nothing supply from the injection
computer.
Camshaft position sensor (non-LPG K4M only)
The role of the camshaft sensor is:
– to locate the computer cylinders so that the computer correctly synchronises the sequential injection,
– checks the position of the inlet camshaft.
Motorised throttle valve
The throttle valve carries out idling speed regulation and engine air intake modulation functions. It comprises an
electric motor and two throttle position potentiometers.
When the engine is idling, the throttle position is regulated according to the idling speed setpoint. This setpoint takes
into account the major power consumers (air conditioning) and operating conditions (air temperature and coolant
temperature).

PETROL INJECTION
Fault finding - System operation
17B
17B - 10
PETROL INJECTION
Fault finding - System operation
17B
17B - 10V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
Fuel supply management
Fuel is supplied by the fuel pump. It is controlled each time the ignition is switched on, for 1 second, to provide a
certain pressure level in the circuit, and thereby achieve a correct start, particularly if the vehicle has been unused
for a long time.
When the engine is running, the fuel pump relay is always controlled.
Control of the petrol pump relay can be viewed through status ET047 Petrol pump control circuit.
The petrol tank is vented by way of a canister filled with activated charcoal that traps the vapour from the petrol tank.
This canister is bled via the engine vacuum pipe. It enters the inlet plenum via a hose, whose section is controlled by
a bleed valve. It is controlled by the injection computer via the opening cycle ratio. For reasons of engine instability
or canister bleed solenoid valve operating noise emitted by the vehicle, there are two possible frequencies for
controlling the canister bleed solenoid valve:
●a low frequency 8Hz,
●a high frequency 20 Hz.
The frequency of the control opening cycle ratio depends on the engine speed.
Bleed the canister to drain it as it fills, to limit vapour release into the air if a canister is saturated for example.
Air supply management
The idling speed regulator performs all the calculations required for physical control of the idling speed actuator: the
motorised throttle. The functional component of the regulator is adaptive (variation programming and ageing).
If the idling speed regulation conditions are observed, ET054 Idle speed regulation is ACTIVE, the idling speed
regulator continuously positions the motorised throttle to maintain the engine speed at its idling setpoint. The
motorised throttle opening ratio necessary to comply with the speed setpoint is then given by parameter PR091
Idling speed regulation theoretical OCR.
Note on parameter PR091:
This parameter uses only 2 parameters accessible in fault finding frame: PR444 Idle speed integral correction and
PR090 Idle speed regulation programming value which is the integral adaptive action.
–PR090 Idling speed regulation programming value is a stored parameter designed to program dispersion and
engine ageing for the idling speed regulator. The programming is carried out only when the engine is idling and
warm, and no electrical consumer (air conditioning, fan assembly, power assisted steering) is operating. Therefore
it adjusts slowly.
–PR444 Idling speed regulation integral correction is continuously calculated to take into account the air required
by consumers.

PETROL INJECTION
Fault finding - System operation
17B
17B - 16
PETROL INJECTION
Fault finding - System operation
17B
17B - 16V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
4. Engine coolant temperature management
Engine cooling is provided by 1 or 2 fan assemblies (depending on the vehicle layout). The injection computer
requests the UPC to actuate them via the multiplex network.
To provide cooling:
Engine running, GMV1 is requested when the coolant temperature exceeds 99 °C and stops when the coolant
temperature falls below 96 °C. GMV2 is requested when the coolant temperature exceeds 102 °C and stops when
the coolant temperature falls below 99 °C.
With the engine off, only fan assembly 1 may be activated to provide the anti-percolation function (if engine is
stopped when very hot). The anti-percolation function is active with the ignition off for a determined period. During
this period, fan assembly 1 is requested if the coolant temperature exceeds approximately 100 °C and is shut down
if the coolant temperature drops below around 95 °C.
If a fault is detected on the coolant temperature sensor circuit, then fan assembly 1 is requested to operate
continuously.
If the engine coolant temperature goes beyond the warning threshold of 11 8 ° C, the injection computer requests the
instrument panel computer via the multiplex network to illuminate on the coolant temperature warning light until the
coolant temperature falls back below 115 ° C.
In addition to the engine requirements, the injection computer centralises the cooling requirements for the Air
conditioning and BVA/BVR functions.
5. Air conditioning function
The S3000 computer manages a cold loop air conditioning system.
– air conditioning request via multiplex connection,
– acquisition of air conditioning circuit pressure,
– vehicle speed
– air conditioning compressor control,
– fan assembly control request by Protection and Switching Unit.
The injection computer recovers the power absorbed by the air conditioning compressor and the fast idling speed
request using the pressure acquired in the air conditioning circuit.
These signals are necessary for adapting the engine management (idling speed regulation, air flow correction, etc.),
for several reasons:
– air conditioning compressor efficiency,
– sturdier engine to torque bucking caused by compressor activation,
– helping the alternator.
Requests for fan assembly 1 and/or fan assembly 2 are recovered based on the air conditioning circuit pressure and
the vehicle speed. In short, the lower the speed and the higher the pressure, the greater the fan assembly requests.

PETROL INJECTION
Fault finding - System operation
17B
17B - 20
PETROL INJECTION
Fault finding - System operation
17B
17B - 20V9 MR-372-J84-17B050$094.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
8. Mileage travelled with fault
These two parameters PR105 Distance travelled with OBD fault warning light on and PR106 Distance travelled
with fault warning light on are used to count the distance travelled with one of the injection fault warning lights lit:
level 1 fault warning light (amber) as well as the OBD warning light.
These counters can be reset to 0 using the diagnostic tool (clear faults command).
9. Inter-system engine functions
The inter-system connections concerning the particular requirements of engine management are as follows:
–OBD warning light illumination request by the instrument panel computer to prevent a pollution fault,
–level 1 warning light illumination request to warn of an operating safety fault relating to the injection system,
–level 2 warning light illumination request to warn of an operating safety fault or provide an engine
overheating alert,
– request for fan assembly activation for engine cooling, but also for the air conditioning and automatic
gearbox,
– air conditioning compressor shut-down request for engine programming requirements such as pulling away,
performance, anti-stalling, overspeed, etc.
– passenger compartment heating resistor shut-down or fixing request for engine programming requirements
such as pulling away, performance, anti-stall, overspeed, etc.

PETROL INJECTION
Fault finding - Replacement of components
17B
17B-26
PETROL INJECTION
Fault finding - Replacement of components
17B
17B-26V9 MR-372-J84-17B050$188.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54PETROL INJECTION
Fault finding - Replacement of components
1. COMPUTER REPLACEMENT OR REPROGRAMMING OPERATIONS
The system can be programmed and reprogrammed via the diagnostic socket using the RENAULT CLIP diagnostic
tool (Consult Technical Note 3585A or follow the instructions provided by the diagnostic tool).
Whenever the computer has been programmed, reprogrammed or replaced:
–Switch off the ignition.
–Start and then stop the engine (to initialise the computer) and wait 30 seconds.
–Switch the ignition back on and use the diagnostic tool to carry out the following steps:
– use command VP020 Enter VIN.
– deal with any faults declared by the diagnostic tool. Clear the computer memory.
– program the flywheel sensor target and throttle stops,
– carry out a road test followed by another check with the diagnostic tool. IMPORTANT
–Switch on the diagnostic tool (mains or cigarette lighter supply).
–Connect a battery charger (during the entire computer (re)programming procedure, the engine fan
assemblies are triggered automatically).
–Observe the engine temperature setpoints given on the diagnostic tool before (re)programming.
–Cut off all the electrical consumers (interior lighting, air conditioning, radio, etc.).
Operations to be carried out before the injection computer is reprogrammed:
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.
– Position the main switch in rest position (the computer then detects the rest position).
– Position the switch in Cruise control position to activate the Cruise control function.
– Position the switch in Speed limiter position to activate the Speed limiter function.
IMPORTANT
It is not possible to try an injection computer coming from the Parts Department because it will no longer be
possible to use it on another vehicle.
MR-372-J84-17B050$188.mif

PETROL INJECTION
17B
17B - 28
17B
17B - 28V9 MR-372-J84-17B050$235.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54PETROL INJECTION
Fault finding - Configurations and programming
1. CONFIGURATION
Computer configuration by automatic detection
LC001Vehicle speed connection type
→Multiplex
→Wire
LC003Upstream oxygen sensor
→WITH
→NONE
LC004Downstream oxygen sensor
→WITH
→NONE
LC005Gearbox type
→Automatic gearbox connection
→Sequential gearbox
→Manual gearbox
LC007Cylinder 1 recognition
→WITH
→NONE
LC008Camshaft dephaser
→WITH
→NONE
LC009Air conditioning
→WITH
→NONE
LC010Electronic stability program
→not connected
→connected
LC024OBD warning light management
→WITH
→NONE
LC096Closed brake switch
→YES
→NO
MR-372-J84-17B050$235.mif

PETROL INJECTION
Fault finding - Configurations and programming17B
17B - 29
17B
17B - 29V9 MR-372-J84-17B050$235.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
2. PROGRAMMING
Programming the flywheel target
– Decelerate a first time with injection cut-off (i.e. feet off the brake, accelerator pedal and clutch pedals) between
3500 and 3000 rpm, in 3rd gear for a manual gearbox and 2nd for automatic transmission, for at least 5 seconds.
– Decelerate a second time with injection cut-off (i.e. feet off the brake, accelerator pedal and clutch pedals) between
2400 and 2000 rpm for K4 engines and between 1800 and 1400 rpm for R4R engines, in 3rd gear for a manual
gearbox and 2nd for automatic gearbox, for at least 5 seconds.
Check the programming using ET089 Flywheel target programming.
Programming the throttle end stops
When replacing the computer or the motorised throttle valve, with the ignition on, wait 30 seconds so that the
computer may program the MAX and MIN limits, then switch off the ignition and wait 30 seconds for the end of the
Power Latch, so that the computer may store the programmed limits.
Check the programming using ET051 Throttle stop programming.
* This is the moment when, during deceleration with no load, the engine drops to idling speed and recovers torque. LC158Air conditioning heating resistor management
→WITH
→NONE
LC162Controlled coolant thermostat
→WITH
→NONE
LC170Electric coolant pump
→WITH
→NONE

PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-119
PETROL INJECTION
Fault finding - Interpretation of faults
17B
17B-119V9 MR-372-J84-17B050$423.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
DF1070
PRESENT
COLD LOOP
NOTESConditions for applying fault finding procedures to stored faults:
The fault is declared present with the engine running and with a heating and air
conditioning system request.
Priorities when dealing with a combination of faults:
Deal with fault DF232 Refrigerant pressure sensor circuit first if it is present or
stored
When the fault is present or stored, the heating and air conditioning system is inhibited.
Check fuse F22 (10A) of the UPC and the condition of the air conditioning compressor connector.
If the connector is faulty and there is a repair method (see Technical Note 6015A, Repairing electrical wiring,
Wiring: Precautions for repair), repair the connector, otherwise replace the wiring.
Check the air conditioning compressor wiring.
If the wiring is faulty and there is a repair procedure (see Technical Note 6015A, Repairing electrical wiring,
Wiring: Precautions for repair), repair the wiring, otherwise replace the wiring.
Manually check whether the compressor is jammed (turn the clutch plate manually to check that there is no point
of resistance). In the event of sticking, replace the air conditioning compressor (see MR 364 (Mégane II) or 370
(Scénic II), Mechanical, Heating and air conditioning system, 62A, Air conditioning, Compressor:
Removal - Refitting).
Top up with freon, check for any leaks and repair if necessary (see MR 364 (Mégane II) or 370 (Scénic II),
Mechanical, Heating and air conditioning system, 62A, Air conditioning, Refrigerant circuit: checks,
Refrigerant circuit: Draining - Filling).
AFTER REPAIRDeal with any other faults. Clear the fault memory.
Switch off the ignition, wait 1 minute and carry out a road test followed by another
check with the diagnostic tool.
S3000_V4C_DF1070P/S3000_V54_DF1070P

PETROL INJECTION
Fault finding - Conformity check
17B
17B-124
PETROL INJECTION
Fault finding - Conformity check
17B
17B-124V9 MR-372-J84-17B050$470.mif
S3000 Injection
Program No.: AD
Vdiag No.: 4C / 54
SUB-FUNCTION: FUEL CIRCUIT (continued 1):
OCR: Opening Cycle Ratio
NOTESOnly check the conformity after a complete check with the diagnostic tool. The values
shown in this conformity check are given as a guide.
Application conditions: Engine off, ignition on.
Order FunctionParameter or Status Checked
or ActionDisplay and notes Fault finding
4Motorised
throttlePR090:Idle speed regulation
programming value- 12% < PR090 < 12%
PR090, an adaptive built-in
action, is a stored
parameter designed to
program variation and
engine ageing for the idle
speed regulator. These are
programmed only when the
engine is idling and warm,
and no electrical
consumers (electrical
windscreen, air
conditioning, GMV, power
steering) have been
selected. Therefore it
adjusts slowly.WITHOUT
5Motorised
throttlePR091:Theoretical idle
speed regulation
OCR0% < PR091 < 60%
When the conditions for
regulation are met, the idle
regulator continually
repositions the motorised
throttle to keep the engine
speed at the idling speed
setting. The motorised
throttle opening ratio
required to adhere to the
engine speed setpoint is
then given by parameter
PR091.