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

13B-3
MR-372-J84-13B050$039.mif
V17
DIESEL INJECTION
Fault finding – Introduction
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2
13B
For vehicles with key/radio frequency remote control, use the key to switch off the ignition.
For vehicles with a Renault card:
– 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 warning lights on the
instrument panel have gone out.
Faults
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 faults should be considered when using the diagnostic tool after the + after ignition
feed is switched on (without any action on the system components).
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 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 split insulation, wear).
Conformity check
The aim of the conformity check is to check data that does not produce a fault on the diagnostic tool when the
data is 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
bycustomer complaints.
A synopsis of the general procedure to follow is provided on the following page in the
form of a flow chart.

13B-14
MR-372-J84-13B050$195.mif
V17
DIESEL INJECTION
Fault finding – Function
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2
13B
FUEL SUPPLY
High pressure pump
The high pressure pump consists of the following components:
– Internal fuel transfer pump (ITP):
The pump is a rotary pump with vanes which sucks the fuel from the tank through the fuel filter and supplies the high
pressure pump with fuel.
– Fuel flow solenoid valve (VCV):
The solenoid valve regulates the flow of fuel entering the high pressure pump and enables an optimum quantity of
fuel to be pressurised according to the operating phase; this improves the efficiency of the high pressure pump
and the engine.
– High-pressure pump (HPP):
The pump is a 3-piston radial pump which generates the required pressure in the rail.
– Fuel pressure solenoid valve (PCV):
The solenoid valve regulates the output pressure of the high pressure pump.
Piezoelectric injectors
The piezoelectric injectors enable rapid, precise metering of the quantity of fuel injected, with excellent injection
process repetitiveness.
The piezoelectric actuator operates like a condenser. To control the injector, the computer sends, at the correct time,
a quantity of energy which is sufficient to enable the actuator to deform and the injector to open.
During the injection period, the piezoelectric actuator stores this energy.
At the end of the injection period, the computer recovers the energy sent at the start of the control operation.
The piezoelectric actuator discharges and returns to its original shape. The injector closes.
To improve efficiency, the energy stored by the piezoelectric actuator is reused, reducing the energy required for the
next injection.
WARNING:
The injector voltage is very high (much higher than that of conventional injectors).
This voltage can be as much as 150 V.

13B-18
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
MANAGEMENT OF PRE/POSTHEATING
Pre-postheating management involves controlling the heater plugs and the heater plugs indicator light on the
instrument panel (via the multiplex network). The heater plugs are activated by a preheating unit and the power is
provided by the battery.
When the ignition is switched on, the preheating period is activated; the indicator light comes on for a period
dependent on the battery voltage, atmospheric pressure and coolant temperature.
When the coolant temperature is below a certain threshold, a postheating function enables combustion stability,
and thereby engine operation, to be improved (reduction in unburned fuel and pollutant emissions).
MANAGEMENT OF ENGINE COOLANT TEMPERATURE
Engine cooling is guaranteed by a 2-speed fan assembly (GMV) (slow: GMV1 and fast: GMV2).
The injection computer requests the UPC to actuate them via the multiplex network.
To provide cooling:
– Engine running:
GMV1 is activated when the coolant temperature exceeds 96°C and is deactivated when it drops below 94°C.
GMV2 is activated when the coolant temperature exceeds 104°C and is deactivated when it drops below 102°C.
If the engine coolant temperature exceeds the warning threshold of 120°C, the injection computer requests the
instrument panel computer, via the multiplex network, to switch on the coolant temperature warning light. The
warning stops if the coolant temperature drops below 117 ° C.
If the engine coolant temperature exceeds the threshold of 11 5 ° C, the injection computer requests the UPC
computer, via the multiplex network, to switch off the air conditioning compressor so as to reduce the load on the
engine and attempt to limit its rise in temperature. The cut-off request is cancelled if the coolant temperature drops
below 110°C.
If a fault in the coolant temperature sensor circuit is detected, the injection computer requests that the coolant
temperature warning light is lit and that GMV2 is activated.
In addition to engine management, the injection computer centralises the cooling requirements for the air
conditioning and automatic gearbox/sequential gearbox functions (if fitted to the vehicle).
OTHER HOSTED FUNCTIONS
The other functions hosted by the computer are:
– Multiplex line.
– ADAC (Trip Computer).
– Trip Computer Display.
– Engine immobiliser.
– Airbag.
– Engine stop management.
– Starter management.
– Air conditioning.
– Cruise control/speed limiter.

13B-19
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
INTERSYSTEM EXCHANGES
The inter-system connections concerning the particular requirements of engine management are as follows:
●Request for injection computer to switch on the OBD warning light to warn of an OBD related pollution fault.
●Request to switch on the Level 1 warning light to warn of an operational safety fault with the engine
management system which may restrict performance.
●Request to switch on the Level 2 warning light to warn of an operational safety fault with the engine
management system which may result in the engine stopping.
●Request to switch on the Particle Filter and Service warning light to warn of an operational safety fault of the
particle filter system which may result in reduced performance or engine stoppage.
●Request to switch on the Engine overheating warning light to warn of an engine overheating fault or a fault
in the coolant temperature sensor.
●Request to switch on the Particle filter warning light to warn the driver that the particle filter is loaded with
particles (weight of soot more than 30.8 g). As soon as possible, the driver must drive at a speed of more than
25 mph (40 km/h) for 2 minutes to activate regeneration.
The driver must maintain a speed of more than 25 mph (40 km/h) until the particle filter warning light goes out
(Vdiag 45 and 49 only).
●Request to start the fan assembly for engine cooling and also for air conditioning purposes,
●Request to switch off the air conditioning compressor for engine programming requirements such as pulling
away, performance, anti-stalling, overspeed, etc.
●Request to switch off electrical consumers (passenger compartment heating resistor (if fitted), heated rear
screen, etc.) for engine operation purposes such as: pulling away, performance, anti-stalling,
overspeed, etc.
●Formulation of requests to engage electrical consumers and limit power as a function of rail conditions.
This last function is made possible with the introduction of alternator control. Formulation of requests enables
the smooth running of the engine to be improved in the critical operating phases, mainly at idle speed and
when pulling away. These requests pass via the multiplex network to the Protection and Switching Unit where
they are converted before being sent to the alternator.
In comparison to the version without a particle filter (K9K Step 2), the K9K Step 2 particle filter technical
specifications also include:
●Four temperature sensors spread along the exhaust system.
●One differential pressure sensor.
●One fuel injector with a dedicated electric fuel pump.
●An electric water pump (in addition to the mechanical pump) controlled by a relay to cool the turbocharger when
the engine is stopped (only for Clio III, Modus and Mégane II/Scénic II).
●Four heating elements and their control unit.
Oil Control System (OCS) (except Vdiag 44, 45 and 49)
This program takes into account the driving style of the user to warn him of the need for an oil change. This program
counts the number of miles since the last oil change, corrected by a factor which depends on the oil temperature.
When the number of miles exceeds a threshold, the customer is warned by a message to the instrument panel that
the drain must be performed.
After the oil change, the user must reset the oil change interval on the instrument panel.

13B-20
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
The exhaust system is fitted with an exhaust gas treatment system consisting of (in order):
●A shell casing containing an oxidation catalytic converter to treat hydrocarbons and carbon monoxide, the volume
and positioning of which is identical to K9K Step 2 without a particle filter.
●A fuel injector supplied by a second fuel circuit which is independent of the main fuel circuit.
●A second casing containing an oxidation catalytic converter and a particle filter positioned under the vehicle floor.
EXHAUST GAS TREATMENT
Operating principle
Regeneration consists of burning the particles accumulated in the filter. When oxygen is present, regeneration
by particle combustion occurs naturally when the exhaust gas temperature reaches 570°C.
This temperature is very different to the temperatures observed in the normal operating range of a common rail
engine. In town, the engine does not produce much heat and the exhaust gas temperature varies between 250°C
and 300°C. Whatever the driving conditions may be, a particle filter regeneration program should be developed
without an effect on driving pleasure.
A differential pressure sensor monitors the status of the particle filter (particle weight) and triggers regeneration.
Regeneration is performed by specific injection regulation (phased injection and post-injection) which brings the
temperature of the exhaust gas to between 550 °C and 650 °C at the particle filter inlet.
Regeneration lasts at least 30 minutes and is carried out every 165 miles (275 km) (minimum interval between 2
successful regenerations).
Certain types of customer driving (mainly urban driving) may cause the particle filter to accumulate a significant
quantity of particles. This amount of soot may impair customer experience: poor vehicle performance due to
excessive pressure in the exhaust system.
This driving type may cause the speed request (Vdiag 45 and 49 only) warning light to come on when the particle
weight reaches 30.8 g or after 10 regeneration failures or if the distance between each regeneration reaches
111 0 m il es (1850 km). The customer is asked to drive in a certain way (see vehicle handbook).
However, this warning may be misinterpreted or taken to be a vehicle fault. The vehicle must not be returned to the
garage after such a warning; if the vehicle is taken back to the garage and accepted for repair, the mechanic should
carry out After-Sales regeneration.
PARTICLE FILTER INJECTOR PROGRAM
The particle filter injector is clamped in place inside a cooling cylinder head, which itself is attached to the output
cone of the first oxidation catalytic converter. The coolant flows into the cylinder head via a take-off pipe on the
cooling system and leaves via a hose connected to the turbocharger.
This injector is used to replace post injection in areas of low load and low flow.
This injector is supplied by an additional electric fuel pump.
The electric fuel pump is:
●controlled by a relay during each regeneration phase or purge,
●integrated into the suction module submerged in the tank,
●connected to the second fuel circuit.

13B-21
MR-372-J84-13B050$195.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Function13B
Faults that activate the OBD warning light
PRECAUTIONS/RISKS
The main recommendation regarding the system is:
Never electrically disconnect the injectors with the engine running.
The piezoelectric technology used for the injector system means that the injectors receive a control pulse to open
and another control pulse to close. If the injector is disconnected between these 2 pulses while the engine is
running, i.e. during the actual injection process, the injector will remain open long enough to create very
unfavourable thermodynamic conditions in the cylinder(s) or generate hydraulic pressure which may result in
engine damage. Tool fault Associated DTC Diagnostic tool title
DF003 2226Atmospheric pressure sensor circuit
DF004 0235Turbocharging pressure sensor circuit
DF011 0641Sensor feed no. 1 voltage
DF012 0651Sensor feed voltage no. 2
DF016 0487EGR control circuit
DF026 0201Cylinder 1 injector control circuit
DF027 0202Cylinder 2 injector control circuit
DF028 0203Cylinder 3 injector control circuit
DF029 0204Injector cylinder 4 control circuit
DF038 0606Computer
DF039 0110Inlet air temperature sensor circuit
DF056 0100Air flow sensor circuit
DF129 0101Air flow requested
DF202 2413EGR valve
DF209 0409EGR valve position sensor circuit
DF582 0069Pressure consistency
DF953 2002Particle filter absent
DF991 1205Particle filter injector control circuit
DF1000 242AParticle filter downstream temperature sensor circuit
DF1003 2452Particle filter differential pressure sensor circuit
The injector voltage is very high (much higher than that of conventional injectors)
This voltage can be as much as 150 V.

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MR-372-J84-13B050$273.mif
V17
13B
DIESEL INJECTION
Fault finding – Replacement of components
COMPUTER REPROGRAMMING OPERATIONS
The system can be reprogrammed via the diagnostic socket using the RENAULT CLIP diagnostic tool (see
Technical Note 3585A, Computer programming and reprogramming procedure).
Note:
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.
While the computer is being reprogrammed the fan assemblies are triggered automatically.
Before reprogramming the computer:
– Save the computer data to the diagnostic tool (engine adaptives) by performing command SC003 Save
computer data.
After any computer reprogramming operation:
– Switch the ignition off and then on again,
–Use the diagnostic tool to carry out the following procedures:
– run command RZ019 Programming reinitialisation.
– run command SC001 Write saved data to restore the engine adaptives,
– run command SC013 Enter VIN,
– start the engine (warning: the start-up phase may last up to 30 seconds),
– after injection computer reprogramming, stored faults may appear in other computers. Clear the fault memory of
these computers,
– carry out a road test followed by another check with the diagnostic tool.
DO NOT CARRY OUT ANY INJECTOR CODE WRITING ON THE SIEMENS SID304 AND 301 INJECTION
SYSTEMS.IMPORTANT
Switch on the diagnostic tool (mains or cigarette lighter supply).
Connect a battery charger.
Switch off all the electrical consumers (lights, interior lighting, air conditioning, radio CD, etc.).
Wait for the engine to cool (engine coolant temperature < 60 °C and air temperature < 50 °C).
MR-372-J84-13B050$273.mif
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4CProgram No.: B1 and B2

13B-31
MR-372-J84-13B050$351.mif
V17
13B
DIESEL INJECTION
Fault finding – Fault summary table
Tool
faultDiagnostic tool titleAssociated
DTCLevel 1 fault warning
light illuminatedLevel 2 fault warning
light illuminatedOBD warning
light illuminated
DF001Coolant temperature
sensor circuit0115 - - -
DF003Atmospheric pressure
sensor circuit2226 - -CC.1/CO.0/
1.DEF
DF004Turbocharging
pressure sensor circuit0235CC.1/CO.0/1.DEF/
2.DEF/3.DEF-CC.1/CO.0/
1.DEF/2.DEF/
3.DEF
DF005Engine speed sensor
circuit0335 -1.DEF/2.DEF/3.DEF/
4.DEF/5.DEF/6.DEF-
DF007Rail pressure sensor
circuit0190CC.0/CO.1/ 1.DEF/
2.DEF/ 3.DEF--
DF008Pedal potentiometer
circuit gang 10225 CC.1/CO.0/1.DEF 2.DEF -
DF009Pedal potentiometer
circuit gang 22120 CC.1/CO.0 - -
DF011Sensor feed voltage
no. 10641 1.DEF/2.DEF - 1.DEF/2.DEF
DF012Sensor feed voltage
no. 20651 1.DEF/2.DEF - 1.DEF/2.DEF
DF015Main relay control
circuit0685 - CO/CC.1/CC.0 -
DF016EGR control circuit 0487 - -CO/CC.1/CC.0/
1.DEF/CC
DF017Preheating unit control
circuit0380 - - -
DF025Preheating unit
diagnostic line0381 - - -
DF026Cylinder 1 injector
control circuit0201 CC/CO/1.DEF/2.DEF -CC/CO/
1.DEF/2.DEF
DF027Cylinder 2 injector
control circuit0202 CC/CO/1.DEF/2.DEF -CC/CO/
1.DEF/2.DEF
DF028Cylinder 3 injector
control circuit0203 CC/CO/1.DEF/2.DEF -CC/CO/
1.DEF/2.DEF
DF029Cylinder 4 injector
control circuit0204 CC/CO/1.DEF/2.DEF -CC/CO/
1.DEF/2.DEF
MR-372-J84-13B050$351.mif
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2

13B-32
MR-372-J84-13B050$351.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Fault summary table13B
Tool
faultDiagnostic tool titleAssociated
DTCLevel 1 fault warning
light illuminatedLevel 2 fault warning
light illuminatedOBD warning
light illuminated
DF038Computer 06061.DEF/2.DEF/4.DEF/
5.DEF/6.DEF/7.DEF/
8.DEF/9.DEF/
10.DEF/11.DEF/
12.DEF/13.DEF/
14.DEF/15.DEF/
16.DEF/21.DEF/
22.DEF/23.DEF3.DEF/17.DEF/
18.DEF/19.DEF/
20.DEF15.DEF/
16.DEF/
17.DEF/
18.DEF/
19.DEF/
20.DEF/22.DEF
DF039Inlet air temperature
sensor circuit0110 - -CO.1/CC.0/
1.DEF
DF047Computer feed voltage 0560 - - -
DF049Refrigerant sensor
circuit0530 - - -
DF051Cruise control/speed
limiter function0575 - - -
DF053Rail pressure
regulation function1089 1.DEF/2.DEF 3.DEF/4.DEF/5.DEF -
DF054Turbocharging
solenoid valve control
circuit0045 CO/CC.0/CC.1 - -
DF056Air flowmeter circuit 0100 CO.0/CC.1 - CO.0/CC.1
DF067Damper valve control
circuit0120 CO/CC.0/CC.1 - -
DF070Clutch switch circuit 0830 - - -
DF086Coolant pump relay
control circuit2600 CO/CC.0/CC.1 - -
DF091Vehicle speed signal 0500 - - -
DF097Camshaft sensor
circuit0340 - - -
DF098Fuel temperature
sensor circuit0180 - - -
DF127Brake switch no. 1
circuit0571 - - -
DF129Requested air flow 0101 1.DEF/2.DEF - 1.DEF/2.DEF
DF173Reverse gear signal 0812 - - -

13B-33
MR-372-J84-13B050$351.mif
V17
Siemens Injection
SID301 and 304
Vdiag No.: 44-45-48-49-4D-4C
Program No.: B1 and B2DIESEL INJECTION
Fault finding – Fault summary table13B
Tool
faultDiagnostic tool titleAssociated
DTCLevel 1 fault warning
light illuminatedLevel 2 fault warning
light illuminatedOBD warning
light illuminated
DF195Camshaft/engine
speed sensor
consistency0016 - - -
DF202EGR valve 2413 1.DEF - 1.DEF
DF209EGR valve position
sensor circuit0409 - - CC.1/CO.0
DF238Heating element no. 3
relay circuit 1643 CO/CC.0/CC.1 - -
DF239Heating element no. 2
relay circuit 1642 CO/CC.0/CC.1 - -
DF240Heating element no. 1
relay circuit 1641 CO/CC.0/CC.1 - -
DF249Injector control 0200 - 1.DEF/2.DEF/3.DEF -
DF301Air inlet circuit 2263 1.DEF/2.DEF - -
DF308Clogged particle filter 242F - - -
DF311Failed regenerations
limit exceeded 2459 - - -
DF532Alternator charge
signal2502 - - -
DF582Pressure consistency 0069 1.DEF/2.DEF - 1.DEF/2.DEF
DF641Damper valve circuit 21011.DEF/2.DEF/3.DEF/
4.DEF--
DF647EGR valve position
regulation0488 5.DEF - -
DF648Computer 062F 1.DEF - -
DF652Turbine upstream
temperature sensor
circuit 0544CC.0/CO.1/1.DEF/
2.DEF--
DF770Flow regulator circuit 0001 1.DEF CO/CC.0/CC.1 -
DF771Flow regulation
adaptive0002 - - -
DF773Pressure regulator
circuit0090 1.DEF CO/CC.0/CC.1 -
DF885Rail pressure 0087 - - -