RENAULT SCENIC 2011 J95 / 3.G Engine And Peripherals EDC16 Injection Workshop Manual

1Engine and peripherals
V10 MR-372-J84-13B150$TOC.mif
V10
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."
V10
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. 2011
DIESEL INJECTION
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4C
Fault finding - Introduction 13B - 2
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 - 23
Fault finding - Interpretation of faults 13B - 26
Fault finding - Conformity check 13B - 109
Fault finding - Status summary table 13B - 147
Fault finding - Interpretation of statuses 13B - 148
Fault finding - Parameter summary table 13B - 180
Fault finding - Interpretation of parameters 13B - 182
Fault finding - Command summary table 13B - 188
Fault finding - Interpretation of commands 13B - 189
Fault finding - Customer complaints 13B - 202
Fault finding - Fault finding chart 13B - 203
Fault finding - Tests 13B - 217
Fault finding - Glossary 13B - 236

13B - 2
DIESEL INJECTION
Fault finding - Introduction13B
V10 MR-372-J84-13B150$047.mif
113B
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4CDIESEL 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.
Type of diagnostic tools
–CLIP
Special tooling required
3. RECAP
Procedure
To save energy, the UCH of the vehicle interrupts the + after ignition feed after 3 minutes.
To carry out fault finding on the vehicle's computers, switch the ignition to fault finding mode (forced + after ignition).
Proceed as follows:
– with the vehicle card in the card reader,
– press and hold start button (longer than 5 seconds) with start-up conditions not fulfilled,
– connect the diagnostic tool and perform the required operations.
To cut off + after ignition, proceed as follows:
– disconnect the diagnostic tool,
– vehicle card in reader,
– 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. Vehicle(s): Mégane II, Scénic II
Engine type and suffix: F9Q 800, 808, 812
Function concerned: Diesel injectionComputer name: Diesel injection
Program no.: C1
VDIAG No.: 44, 48 and 4C
Special tooling required
Multimeter
Elé. 1590Computer connection unit
Elé. 1681Universal unit
Note:
The left-hand and right-hand xenon bulb computers are powered when the dipped headlights are lit. Fault finding
procedures can only be carried out on them after the ignition has been switched on in fault finding mode (forced +
after ignition) and the dipped headlights are lit.
EDC16_V44_PRELI/EDC16_V4C_PRELI/EDC16_V48_PRELI
MR-372-J84-13B150$047.mif

13B - 3
DIESEL INJECTION
Fault finding - Introduction13B
V10 MR-372-J84-13B150$047.mif
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4C
Faults
Faults are declared as either present or stored (depending on whether they appeared in a certain context and have
disappeared since, or whether they remain present but have not been diagnosed within the current context).
The present or stored status of faults should be taken into consideration when the diagnostic tool is switched on
after the + after ignition feed (without any system components being active).
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 instructions in the Notes section.
If the fault is confirmed when the instructions in the Notes section 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 for these lines (for oxidation, bent pins, etc.),
– the resistance of the component detected as faulty,
– the condition of the wires (melted or split insulation, wear).
Conformity check
The aim of the conformity check is to check statuses and parameters that do not produce a fault display on the
diagnostic tool when they are inconsistent. Therefore, this stage is used to:
– carry out 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 repairs.
This section gives the fault finding procedures for statuses and parameters and the conditions for checking them.
If a status is not behaving normally or a parameter is outside the permitted tolerance values, consult the
corresponding fault finding page.
Customer complaints - Fault finding chart
If the test with the diagnostic tool is OK but the customer complaint is still present, the fault should be processed by
customer complaint.
A summary of the overall procedure to follow is provided on the following
page in the form of a flow chart.

13B - 4
DIESEL INJECTION
Fault finding - Introduction13B
V10 MR-372-J84-13B150$047.mif
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4C
4. FAULT FINDING PROCEDURE
Perform a pre-diagnostic on
the system*
Print the system fault finding log
(available on CLIP and in the
Workshop Repair Manual or
Technical Note)
Connect CLIP
no
Dialogue with
computer?
yes
Read the faults
no
Faults
present
yes
Deal with present faults
Deal with stored faults
no
The cause is
still presentFault
solved
yes
* Check the battery charge, the condition of the
fuses and the level in the tank.
See ALP no. 1
Conformity check
no
The cause is
still presentFault
solved
Use Fault Finding Charts
(ALPs)
no
The cause is
still presentFault
solved
Contact the Techline with the
completed fault finding log

13B - 5
DIESEL INJECTION
Fault finding - Introduction13B
V10 MR-372-J84-13B150$047.mif
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4C
4. FAULT FINDING PROCEDURE (continued)
Wiring check
Fault finding problems
Disconnecting the connectors and/or manipulating the wiring harness may temporarily remove the cause of a fault.
Electrical measurements of the voltage, resistance and insulation are generally correct, especially if the fault is not
present when analysing (stored fault).
Visual inspection
Look for damage under the bonnet and in the passenger compartment.
Carefully check the fuses, insulators and wiring harness routing.
Look for signs of oxidation.
Tactile inspection
While manipulating the wiring harness, use the diagnostic tool to note any change in fault status from stored to
present.
Make sure that the connectors are properly locked.
Apply light pressure to the connectors.
Twist the wiring harness.
If there is a change in status, try to locate the source of the fault.
Inspection of each component
Disconnect the connectors and check the appearance of the clips and tabs, as well as their crimping (no crimping on
the insulating section).
Make sure that the clips and tabs are properly locked in the sockets.
Check that no clips or tabs have been dislodged during connection.
Check the clip contact pressure using an appropriate model of tab.
Resistance check
Check the continuity of entire lines, then section by section.
Look for a short circuit to earth, to + 12 V or to another wire.
If a fault is detected, repair or replace the wiring harness.

13B - 6
DIESEL INJECTION
Fault finding - Introduction13B
V10 MR-372-J84-13B150$047.mif
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4C
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 whenever work is carried out on a component to prevent physical damage or human
injury:
– check the battery voltage to avoid incorrect operation of computer functions,
– use the proper tools.
7. CLEANLINESS ADVICE THAT MUST BE OBSERVED WHEN WORKING ON THE HIGH PRESSURE DIRECT
INJECTION SYSTEM
Risks relating to contamination
The system is highly sensitive to contamination. The risks caused by the introduction of contamination are:
– damage or destruction to the high pressure injection system and the engine,
– a component seizing or leaking.
All After-Sales operations must be performed under very clean conditions. Performing an operation in a very clean
environment means that no impurities (particles only a few microns in size) will have been able to enter the system
during dismantling or into the circuits via the fuel unions.
The cleanliness principle must be applied from the filter to the injectors.IMPORTANTIMPORTANT
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 MANDATORY TO FILL OUT A FAULT FINDING LOG FOR EACH FAULT
FINDING PROCEDURE.

13B - 7
DIESEL INJECTION
Fault finding - Introduction13B
V10 MR-372-J84-13B150$047.mif
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4C
7. CLEANLINESS ADVICE THAT MUST BE OBSERVED WHEN WORKING ON THE HIGH PRESSURE DIRECT
INJECTION SYSTEM
Risks relating to contamination
The direct injection system is very sensitive to pollution. 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 enter the system during dismantling.
The cleanliness principle must be applied from the filter to the injectors.
WARNING
BEFORE CARRYING OUT ANY WORK ON THE INJECTION SYSTEM, CHECK WITH THE DIAGNOSTIC TOOL:
– that the rail is depressurised,
– that the fuel temperature is not too high.
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.
IMPORTANT
It is not possible to clean the engine using a high pressure washer because of the risk of damaging connections.
In addition, moisture may collect in the connectors and create electrical connection faults.

13B - 8
DIESEL INJECTION
Fault finding - Introduction13B
V10 MR-372-J84-13B150$047.mif
EDC16 INJECTION
Program No.: C1
Vdiag No.: 44, 48 and 4C
Instructions to be followed before any work is carried out on the injection system:
Protect the accessories and timing belts, the electrical accessories (starter, alternator, electric power-assisted
steering pump) and the mating face to prevent diesel fuel spilling onto the clutch friction plate.
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.
Ensure that you have hermetically resealable plastic bags for storing removed parts. There is less risk of parts
stored in this way being exposed to contamination. These are single-use bags; after use they must be discarded.
Use lint-free cleaning cloths (part no. 77 11 211 707). Using normal cloth or paper is prohibited. They are not lint-free
and could contaminate the fuel circuit. Each cloth should only be used once.
Use fresh cleaning agent for each operation (used cleaning agent is contaminated). Pour it into an uncontaminated
container.
For each operation, use a clean brush in good condition (the brush must not shed its bristles).
Use a brush and cleaning agent to clean the unions to be opened.
Blast compressed air over the cleaned parts (tools, workbench, and the parts, unions and injection system area).
Check that no bristles remain.
Wash your hands before and during the operation if necessary.
When wearing leather protective gloves cover them with latex gloves to prevent contamination.
Instructions to be followed during the operation
As soon as the circuit is open, all openings must be plugged to prevent impurities from entering the system. The
plugs to be used are available from the Parts Department. They must not be reused under any circumstances.
Close the hermetically sealed bag, even if it has to be reopened shortly afterwards. Ambient air carries impurities.
All components removed from the injection system must be stored in a hermetically sealed plastic bag once they
have been plugged.
Using a brush, thinner, air gun, rifle-type brush or normal rag is strictly prohibited once the circuit has been opened.
These items are likely to allow impurities to enter the system.
If a component is being replaced with a new component, do not remove the packaging until it is ready to be fitted to
the vehicle.

13B - 9
DIESEL INJECTION
Fault finding - System operation13B
V10 MR-372-J84-13B150$094.mif
EDC16 INJECTION
Program No.: C1
Vdiag No: 44, 48 and 4CDIESEL INJECTION
Fault finding - System operation
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 EDC16C3 type computer.
The system comprises:
– a diesel filter,
– a high pressure pump with an integrated low pressure pump (transfer pump),
– a high pressure regulator mounted on the pump,
– an injection rail,
– a diesel fuel pressure sensor integrated into the rail,
– four solenoid injectors,
– a diesel fuel temperature sensor,
– a coolant temperature sensor,
– an upstream air temperature sensor,
– a cylinder reference sensor,
– an engine speed sensor,
– a turbocharging pressure sensor,
– an accelerator pedal potentiometer,
– an EGR solenoid valve,
– an atmospheric pressure sensor integrated into the injection computer,
– an air flow sensor,
– a turbocharging pressure limitation solenoid valve,
– a damper flap solenoid valve.
The common rail direct high pressure injection system works sequentially (based on the petrol engine multipoint
injection function).
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 injection 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.
MR-372-J84-13B150$094.mif

13B - 10
DIESEL INJECTION
Fault finding - System operation13B
V10 MR-372-J84-13B150$094.mif
EDC16 INJECTION
Program No.: C1
Vdiag No: 44, 48 and 4C
a) The computer
– Determines the value of injection pressure necessary for the engine to operate correctly and then controls the
pressure regulator.
– It checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on
the rail.
– It determines the injection timing required to deliver the right quantity of diesel fuel and the moment when injection
should start.
– Controls each injector electrically and individually after determining these two 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,
– fuel supply check (advance, flow and rail pressure),
– the fan assembly via the Protection and Switching Unit (centralised coolant temperature management
function),
– the air conditioning (cold loop function),
– the cruise control/speed limiter function,
– the pre-postheating control.
– the 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 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.