engine RENAULT SCENIC 2012 J95 / 3.G Engine And Peripherals EDC16CP33 Workshop Manual

1Engine and peripherals
V12 MR-372-J84-13B300$TOC.mif
V12
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."
V12
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. 2012
DIESEL INJECTION
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C, 20, 24, 26, 28, 34, 38, 44, 4C, 54,
58, 5C, 60, 62, 74
Fault finding – Introduction 13B - 2
Fault finding – Cleanliness guidelines 13B - 8
Fault finding – System operation 13B - 11
Fault finding – Configurations 13B - 21
Fault finding – Replacement of components 13B - 22
Fault finding – Fault summary table 13B - 28
Fault finding – Interpretation of faults 13B - 31
Fault finding – Conformity check 13B - 261
Fault finding – Status summary table 13B - 262
Fault finding – Interpretation of statuses 13B - 264
Fault finding – Parameter summary table 13B - 325
Fault finding – Interpretation of parameters 13B - 330
Fault finding – Command summary table 13B - 422
Fault finding – Interpretation of commands 13B - 423
Fault finding – Customer complaints 13B - 469
Fault finding – Fault Finding Chart 13B - 470
Fault finding – Test 13B - 492

13B-2V12 MR-372-J84-13B300$010.mif
13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
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 document):
– Assisted fault finding (integrated into the diagnostic tool), Dialogys.
Wiring Diagrams:
–Visu-Schéma.
Type of diagnostic tools
–CLIP
Special tooling required
3. REMINDERS
Procedure
To save energy, the UCH of the vehicle interrupts the + after ignition feed after 3 minutes.
To run fault finding on a computer, it is possible to force the + after ignition feed for 1 hour by applying the
following procedure:
– Press the card unlocking button,
– insert the card in the reader,
– press the start button (interrupting the timed + after ignition feed mode),
– press the start button for more than 5 seconds, until the immobiliser warning light flashes rapidly (4 Hz).
This forced + after ignition feed mode remains active for 1 hour.
Pressing the start button or removing the card from the card reader interrupts the forced + after ignition feed, but
does not interrupt the timed forced + after ignition feed mode. As long as one hour has not elapsed, activating the
+ after ignition feed will restart forced + after ignition feed for the remaining time. Vehicle(s): Laguna II Phase 2 / Vel Satis Phase 2 /
Espace IV Phase 2 / Mégane II phase 2 / Scénic II phase 2Computer name: BOSCH EDC16CP33
Engine: M9R 700 – 721 – 722 – 724 –740 – 750 – 760 – 761
– 762 – 763Program No.: C4
Function concerned: Bosch Diesel InjectionVdiag No.: 04, 08, 18, 1C, 20, 24, 26, 28, 34,
38, 44, 4C, 54, 58, 5C, 60, 62, 74
Special tooling required
Diagnostic tool
Multimeter
Elé. 1681 Universal bornier
EDC16CP33_V18_PRELI / EDC16CP33_V1C_PRELI / EDC16CP33_V54_PRELI / EDC16CP33_V20_PRELI / EDC16CP33_V58_PRELI /
EDC16CP33_V5C_PRELI / EDC16CP33_V24_PRELI / EDC16CP33_V04_PRELI / EDC16CP33_V08_PRELI / EDC16CP33_V44_PRELI /
EDC16CP33_V4C_PRELI / EDC16CP33_V34_PRELI / EDC16CP33_V38_PRELI / EDC16CP33_V74_PRELI / EDC16CP33_V28_PRELI /
EDC16CP33_V62_PRELI/ EDC16CP33_V26_PRELI / EDC16CP33_V60_PRELI
DIESEL INJECTION
Fault finding – Introduction

13B-8V12 MR-372-J84-13B300$020.mif
13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
I - HAZARDS ASSOCIATED WITH CONTAMINATION
The high pressure direct injection system is highly sensitive to contamination. The risks caused by the introduction of
contamination are:
– damage to or destruction of the high pressure injection system,
– a component seizing up,
– a component losing its sealing.
All After-Sales operations must be performed under very clean conditions. This means that no impurities
(particles a few microns in size) should have penetrated the system during dismantling.
The cleanliness guidelines must be applied from the filter through 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,
– the ambient atmosphere
–etc.
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 faults in the electrical connections.
DIESEL INJECTION
Fault finding – Cleanliness guidelines

13B-11V12 MR-372-J84-13B300$030.mif
13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
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 BOSCH computer, type EDC16CP33.
The system comprises:
– a priming bulb,
– a diesel filter,
– a high pressure pump,
– a fuel pressure regulator (or actuator) on the high pressure pump (MPROP),
– a fuel pressure regulator (or actuator) mounted on the injector rail (DRV),
– an injector rail,
– a fuel pressure sensor,
– four piezoelectric injectors,
– a diesel temperature sensor,
– a coolant temperature sensor,
– an upstream air temperature sensor,
– a cylinder reference sensor,
– an engine speed sensor,
– a turbocharger pressure sensor,
– an exhaust gas recirculation valve,
– a recycled gas cooling solenoid valve,
– an accelerator pedal potentiometer,
– an atmospheric pressure sensor integrated into the injection computer,
– a flow sensor,
– a turbocharging limiter solenoid valve,
– a damper valve,
– a particle filter,
– a turbo upstream temperature sensor,
– a turbo upstream pressure sensor,
– a particle filter differential pressure sensor,
– a particle filter upstream temperature sensor,
– a particle filter downstream temperature sensor,
– an electric coolant pump (turbocharger),
– four thermoplungers.
The common rail direct high pressure injection system works sequentially (based on the petrol engine
multipoint injection).
This system uses piezoelectric injectors which enable a more precise injection since opening and closing times
are shorter compared to conventional solenoid injectors.
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 supplied, according to the demand determined by the computer.
The rail supplies each injector through a steel pipe. The actuator located on the injector rail controls the pressure
of diesel fuel in the rail according to the demand determined by the computer.
DIESEL INJECTION
Fault finding – System operation

13B-12V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
a. The computer:
Determines the injection pressure value necessary for the correct operation of the engine; the pressure can reach
1600 bar in the rail and it must be constantly regulated.
Checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on
the rail.
Determines the injection duration 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 quantity of fuel injected is determined by:
– Engine speed (Crankshaft + Cam for synchronisation).
– Accelerator pedal.
– Turbocharging pressure.
– Coolant temperature,
– Inlet air temperature.
–Air flow
– Pressure in the rail.
– Vehicle speed.
The computer manages:
– idling regulation,
– exhaust gas flow reinjection to the inlet,
– fuel supply check (advance, flow and rail pressure),
– the fan assembly control,
– the air conditioning (cold loop function),
– cruise control/speed limiter function,
– pre-post heating control,
– indicator lights control via the multiplex network,
– the operation of the catalysed particle filter,
– turbocharging pressure.
The high pressure pump is supplied at low pressure by an integrated low pressure pump (transfer pump).
It supplies the rail, the pressure in which is regulated by:
–the pressure regulator on the rail (DRV) for starting phases, starting the engine when cold (increase in
temperature to heat the diesel circuit) and when throttling-off,
–the pressure regulator on the pump (MPROP) for all other phases (90% of cases).
As natural leaks in piezoelectric injectors are very low, opening the pressure regulator (DRV) is the only quick
method of dumping the rail pressure and it prevents overpressure when injection is restarted.
The pressure regulator on the pump (MPROP) enables the high pressure pump to supply just the exact quantity
of diesel fuel required to maintain the rail pressure. This component minimises the heat generated and improves
engine output.
Note:
Each piezoelectric injector is connected to the return rail. The injector return rail is kept pressurised by a
mechanical valve at the end of the return rail with a 10 bar calibration (by comparison, solenoid injectors used to
return directly into the common fuel return circuit). This feature is linked to the operation of piezoelectric injectors.

13B-13V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
Fuel surplus from the pump, injector return rail or rail is collected in a low pressure "octopus manifold" and is then
sent to the fuel filter, providing that the fuel is cold (recirculation), and then to the tank.
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 pressure regulator (or actuator)
on the high pressure pump (MPROP), the fuel pressure regulator (or actuator) on the injector rail (DRV) or the diesel
temperature sensor 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, replace the pressure sensor, the rail and the high pressure pipes.
Some vehicles have a presence sensor mounted in the filter for detecting water in the diesel. If there is water in
the diesel fuel, the orange "Injection and pre-post heating" warning light will come on.
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.
b. The connections between the vehicle's various computers are multiplexed.
The electronic system fitted in this vehicle is multiplexed.
This enables dialogue between the various vehicle computers. As a result:
– the fault warning lights on the instrument panel are lit by the multiplex network,
– 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 sent by the ABS computer via the multiplex network. The vehicle
speed signal is mainly used by the injection computer, the airbag computer and the automatic transmission
computer (if the vehicle is fitted with this).WARNING:
The engine must not operate with:
– Diesel fuel containing more than 10% diester,
– petrol, even in tiny quantities.
Note:
For the M9R 724 (Vdiag 5C and 58):
The engine is limited to 3000 rpm if the vehicle is stationary or if the vehicle speed is less than 4 mph (7 km/h)
and if the engine is warm.

13B-14V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
c. Functions hosted:
Air conditioning management assistance:
For vehicles with air conditioning, the EDC16CP33 system provides 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 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.
I - 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 requests for cold air depending on the engine coolant temperature and the engine speed,
– calculating the power absorbed by the compressor from the refrigerant pressure.
–requesting fan assembly actuation (Mégane II ph2 and Scénic II ph2) and controlling fan assembly actuation
(Laguna II, Vel Satis ph2 and Espace IV ph2), 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.
The air conditioning system is authorised by the injection computer 2 to 8 seconds after the engine is started.
Management of the thermoplungers:
To improve cold starting, the vehicle is fitted with thermoplungers. These thermoplungers are managed and
controlled by the injection computer, according to the operating phases, primarily to accelerate the increase in
engine coolant temperature.
The maximum number of thermoplungers that can be actuated is four and their actuation depends mainly on the
coolant temperature and the air temperature.
See configuration reading LC056 Thermoplungers: WITH or WITHOUT.
When necessary, they are actuated by the injection system only during particle filter regeneration by means
of a special unit.
The maximum number of thermoplungers that can be managed is four and their activation depends mainly on the
coolant temperature (< 15°C) and air temperature (< 5°C).

13B-16V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
III - Management of the damper valve
The damper valve is now responsible for two functions:
– Damping: when the engine is switched off, the flap closes in order to block the passage of air towards the cylinders.
The aim of this is to stop the engine as quickly as possible and to reduce instabilities when 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.
IV - Exhaust gas recirculation management
The EGR (Exhaust Gas Recirculation) system involves removing exhaust gases and reintroducing them into the
inlet.
This system plays a major role in reducing diesel engine emissions. The EGR system is cooled by a gas - water
exchanger, as on most Euro IV engines. This cooler has a dual position bypass valve, which allows the gas to be
cooled or not depending on the emission control requirements. The bypass circuit is inside the cooler (not visible
from the outside). The valve control rod is visible from the outside.
The exhaust gases are collected in the exhaust manifold (before the turbocharger), then directed to the EGR cooler
and the EGR valve. The EGR valve connects the air circuit between the damper valve and the inlet manifold; the
EGR valve is positioned next to the damper valve.
The EGR valve is activated every time the engine stops by performing 10opening/closing cycles. This programming
activates the EGR valve in order to prevent it from clogging. The program is no longer active if there are any system
faults.
The EGR system does not operate below 5°C (air flowmeter temperature).
– The controlled EGR cooler bypass
The EGR cooler bypass is controlled by an all-or-nothing solenoid valve, connected on one side to the vacuum
pump, and on the other side to the bypass control diaphragm. It is actuated according to the coolant temperature
and the engine operating status. Gases flow into the EGR section of the cooler unless the engine is cold, in which
case they flow through the bypass valve. There is also a regular actuation function for the bypass valve to prevent it
from clogging.
– EGR valve
The EGR valve is supplied by direct current and connected to a potentiometer copying the position of the valve.
The opening of the valve is actuated (H bridge) by a positive command 0 to 100%.
The valve is controlled using a double regulation loop.
The first loop (fastest) is a position loop. It brings the valve to the desired position by a loop connection using the
signal from the position sensor.
The second loop is slower and is an air flow loop. At a given operating point, the air flow setpoint is attained by
adjusting the quantity of exhaust gas flowing through the EGR valve and the flow of fresh air passing through the
damper valve. At a total constant flow, the more exhaust gas recirculation, the less fresh air there is and vice versa.
The air flow is measured by the flowmeter and the setpoint is attained using both the EGR valve position setpoint
and the damper valve position setpoint.

13B-17V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
The potentiometer serves to control and run fault finding on the valve. The very first time the engine is started, then
each subsequent engine start, the "valve closed" position is programmed (offset). This value is compared to the very
first offset or last programmed offset, for the purposes of fault finding. It is also used to readjust the valve control
function. It is therefore important to associate the EGR valve with the computer that controls it.
Important: the EGR valve offsets must be reinitialised when replacing the valve or reprogramming/replacing
the computer.
V - Catalysed particle filter management (only for Vdiag: 18, 1C, 54, 20, 58, 5C, 24, 28 and 62).
The particle filter prevents the escape of carbon particles emitted by the engine but not yet removed from the
exhaust gases.
The particle filter is a microporous structure containing channels in order to force filter the exhaust gas.
The exhaust pipe consists of several components:
– an oxidation catalytic converter mounted after the turbocharger. This catalytic converter ensures that HC/CO levels
meet current standards by generating the heat (rise in exhaust temperature caused by catalysis) required for
particle filter regeneration,
– a catalysed particle filter located under the bodywork,
– a differential pressure sensor to tell the computer the pressure upstream and downstream of the particle filter,
– a particle filter upstream and downstream temperature sensor,
– a turbine upstream temperature sensor (TAVT).
As the vehicle is driven, the particle filter is loaded with particles (soot). Using a given weight of soot determined via
mapping in the computer, regeneration mode can be triggered if the maximum weight of soot in the particle filter is
reached and all engine operating conditions are met (coolant temperature, etc.).
Particle filter regeneration consists of burning the particles of soot accumulated in the filter.
The differential pressure sensor measures the particle filter inlet/outlet pressure differential; this measurement is
used to estimate the weight of soot present in the particle filter by mapping in the computer:
(weight of soot = pressure differential as a function of exhaust volume flow rate).
If all the criteria are met, the computer enters regeneration mode. The injection programming is then adjusted in
order to raise the target exhaust gas temperature to between 550 and 650°C.
This temperature allows the particles accumulated in the filter to be partially or completely burnt (regeneration).
Regeneration efficiency depends on the particle filter inlet temperature and the time spent in regeneration mode.
Regeneration can be performed automatically while driving if:
–the soot weight is less than the threshold for DF308 Clogged particle filter
–the number of regeneration failures while driving is less than the threshold for DF311 Failed regenerations
limit exceeded.

13B-18V12 MR-372-J84-13B300$030.mif
DIESEL INJECTION
Fault finding – System operation13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
VI - Pre-postheating actuation
Pre/postheating control involves actuating the heater plugs and the preheating indicator light on the instrument
panel (multiplex signal).
The heater plugs are actuated by a static relay.
After the ignition is switched on, a preheating delay is activated. The length of time that the warning light is lit
depends on the coolant temperature, air temperature, atmospheric pressure and battery voltage. When the coolant
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). Postheating can last up
to5 minutes.
IMPORTANT:
There are two types of heater plug: SLOW and FAST:
SLOW plugs are identified by a black ring.
FAST plugs are identified by a white ring.
The heater plugs fitted on the vehicle must be replaced with plugs of the same type; otherwise there is
a risk of the heater plugs deteriorating which could lead to engine destruction.
Only Vdiag 20, 24, 38 and 74:
when replacing heater plugs with plugs which differ from those currently fitted on the vehicle (replacement of
SLOW plugs with FAST plugs), the computer must be configured (see Replacement of components, Replacing
heater plugs) by running command SC036 Reinitialise programming and selecting Heater plugs if this choice
is available, then following the procedure.