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

13B-3V12 MR-372-J84-13B300$010.mif
DIESEL INJECTION
Fault finding – Introduction13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
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 taken into consideration when the diagnostic tool is switched on
following + after ignition feed is activated (no system components 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 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 cut insulation, wear).
Conformity check
The purpose of the conformity check is to check data that does not produce a fault on the diagnostic tool if 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 repair.
The conformity check is a fault finding procedure carried out using the interpretation of statuses and parameters.
If a status does not function normally or a parameter is outside the permitted tolerance values, consult the
corresponding fault finding pages (see interpretation of statuses and parameters).
Customer complaints - Fault finding chart
If the test with the diagnostic tool is correct but the customer complaint is still present, the fault should be dealt with
by customer complaints. WARNING:
Deal first with instrument panel faults (eg. "Particle filter" warning light).
Then carry out scheduled maintenance on the vehicle.
A synopsis of the general procedure to follow is provided on the following page in the form of a flow chart.

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-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-19V12 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
Warning light management:
Instrument panel display
The computer displays certain information on the instrument panel relating to engine operation. This concerns five
functions:
– the pre-postheating warning light,
– the coolant temperature warning light,
–the level 1 fault warning light (non-critical fault),
–the level 2 fault warning light (emergency stop),
–the EOBD (European On Board Diagnostic) warning light,
These six functions are represented by 3 warning lights and/or messages displayed by the on-board computer.
Orange pre-post heating/non-critical fault SERVICE warning light (severity 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.
– Continuously lit with the Check injection message:
Indicates a level 1 fault (involving operation of the injection system in defect mode).
The driver should have the repairs carried out as soon as possible.
Temperature / red emergency STOP warning light (level 2)
This indicator light is used both as an in-operation indicator light and as a system fault warning light. It lights up for
3 seconds after the ignition is switched on (automatic test procedure managed by the instrument panel):
– Continuously lit:
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 Excessive pollution EOBD warning light
Symbolised by an engine, it lights up for approximately 3 seconds when the ignition is switched on.
This warning light comes on if the system has one or more EOBD faults.
This warning light is used to alert the driver to injection faults that could lead to excessive pollution, or if the EOBD
system (European On Board Diagnostic) has been deactivated.
The injection computer requests illumination of the EOBD warning light for a present fault only after three
consecutive driving cycles.
The 3 second visual inspection when the ignition is switched on (automatic test procedure managed by the
instrument panel) is carried out by the injection computer.
Special particle filter ORANGE warning light or warning message (depending on instrument panel)
Only for Vdiag: 18, 1C, 54, 20, 58, 5C, 24, 26 and 60.
This warning light or message is used to warn the driver that the particle filter is loaded with particles, (see the soot
weight thresholds for illumination of the warning light for fault DF312 Speed request) due to driving conditions which
were not suitable for regeneration to take place. The driver must then drive as soon as possible at an average speed
of 48 mph (80 km/h) subject to the road conditions and authorised speed limits, until the warning light goes out.

13B-22V12 MR-372-J84-13B300$050.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
COMPUTER REPLACEMENT OR REPROGRAMMING
Two operations must be performed when replacing or reprogramming the computer:
SC003 Save computer data and SC001 Enter saved data.
–Run SC003 before replacing or reprogramming the computer. This enables certain data to be saved in the
diagnostic tool so that the new computer* can be reconfigured like the old one. The saved data includes: injector
codes, EGR programming, specific data for particle filter operation and vehicle options.
–Run SC001 after replacing or reprogramming the computer. It enables you to rewrite the data (saved by
command SC003) to the new computer*.
Only Vdiag 20, 24, 38 and 74:
–Run SC036 Reinitialise programming and select Heater plugs (see Interpretation of commands); this will allow
you to configure the correct type of heater plugs fitted on the vehicle, if necessary.
If you cannot establish dialogue with the computer being replaced: you will not be able to save anything. After
replacing the computer:
– Write the IMA codes for each injector manually by reading the code on each injector; run command SC002 Enter
injector codes.
– Check the exhaust pipe for leaks or blockage. Repair if necessary.
– Perform an After-Sales regeneration, follow the procedure for command SC017 Particle filter regeneration (see
Interpretation of commands).
– It is essential to change the engine oil and oil filter.
– Enter the data specific to particle filter operation by running SC036 Reinitialise programming and selecting after
replacing injection computer with no save option.
– Enter the VIN into the computer, use command VP010 Enter VIN.
–Only for Vdiag 20, 24, 38 and 74: Configure the type of heater plugs fitted on the vehicle by running SC036
Reinitialise programming and selecting Heater plugs (see Interpretation of commands).
Exhaust gas recirculation valve data is programmed automatically the 1st time the new computer is turned on*.
* New computer or reprogrammed computer.
IMA*: Individual injector correctionOperations 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 cruise control/speed limiter switch in the rest position (the computer detects the rest position at that
moment).
• Position the cruise control/speed limiter switch in the Cruise control position to activate the cruise control
function.
• Position the cruise control/speed limiter switch in the Speed limiter position to activate the speed limiter function.
DIESEL INJECTION
Fault finding – Replacement of components

13B-27V12 MR-372-J84-13B300$050.mif
DIESEL INJECTION
Fault finding – Replacement of components13B
EDC16CP33
Program No.: C4
Vdiag No.: 04, 08, 18, 1C,
20, 24, 26, 28, 34, 38, 44,
4C, 54, 58, 5C, 60, 62, 74
REPLACING THE DAMPER VALVE
After replacing the damper valve, run command SC036 Reinitialise programming and select damper valve.
When the command is complete, switch off the ignition and exit fault finding mode.
Wait for the diagnostic tool message (maximum wait 8 minutes): Loss of dialogue with the computer: EDC16
CP33, check the tool connection and the computer supply before switching the ignition back on.
REPLACING THE PARTICLE FILTER (Vdiag: 18, 1C, 54, 20, 58, 5C, 24, 26, 28, 60 and 62 only)
After replacing the particle filter, reconfigure the computer.
The system must be configured via the diagnostic socket using the RENAULT CLIP tool.
Carry out the following steps:
– switch on the ignition,
– run command SC036,
–select After particle filter replacement as the operation type and follow the instructions,
–switch off the ignition and wait for the diagnostic tool message (maximum wait 8 minutes): Loss of dialogue
with the computer: EDC16 CP33, check the tool connection and the computer supply voltage,
– then switch on the ignition again,
–clear the faults from the computer memory (this operation must be carried out within 3 minutes of the ignition
being switched on)
Carry out a road test followed by a complete check with the diagnostic tool.
REPLACING THE HEATER PLUGS (Vdiag 20, 24, 38 and 74 only)
SLOW plugs are identified by a black ring.
FAST plugs are identified by a white ring.
After replacing the heater plugs with plugs of a different type, reconfigure the type of plugs fitted on the vehicle.
Carry out the following steps:
– switch on the ignition,
– run command SC036 Reinitialise programming,
–select Heater plugs as the operation type and follow the instructions,
–switch off the ignition and wait for the diagnostic tool message (maximum wait 8 minutes): Loss of dialogue
with the computer: EDC16 CP33, check the tool connection and the computer supply voltage,
– then switch on the ignition again,
– clear the faults from the computer memory.
Carry out a road test followed by a complete check with the diagnostic tool. Note:
When reinitialisation is complete, the Emission control / EOBD (European On Board Diagnostic) sub-function
displays:
PR858
≠ 0%, PR859 ≠ 0%, PR860 ≠ 0% and PR861 ≠ 0%.