Page 1
Diesel Injection Pump
SERVICE MANUAL
Common Rail System for ISUZU
4HK1 / 6HK1 Type Engine
OPERATION
February, 2004
00400056E
Page 2
FORWARD
To meet the high pressurization requirements for the engine to deliver cleaner exhaust gas emissions, lower fuel
consumption and reduced noise, advanced electronic control technology is being adopted in the fuel injection system.
This manual covers the electronic control model Common Rail system with HP3/HP4 pump for the ISUZU 4HK1/6HK1
type engines which are used to ELF and GM 560 series respectively. Complex theories, special functions and
components made by manufacturers other than DENSO are omitted from this manual.
This manual will help the reader develop an understanding of the basic construction, operation and system configuration
of the DENSO manufactured components and brief diagnostic information.
TABLE OF CONTENTS
1. Product Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-1. Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-2. System Components Parts Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-1. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-2. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2-3. Fuel System and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3-1. Description of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3-2. Description of Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3-3. Various Types of Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3-4. Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Page 3
1. Product Application
1-1. Application
Vehicle Name Engine Model Vehicle model Exhaust Volume Reference
ELF 4HK1 N series 5.2L Direct-Injection
C560 Series 6HK1 GM 560 7.8L Direct-Injection
1-2. System Components Parts Numbers
Parts Name DENSO Parts Number
Supply Pump 294000-0260 8973288860 4HK1
294050-0021 9876020491 6HK1
Injector 095000-5351 8976011561 6HK1
095000-5361 8976028031
095000-5471 8973297031 4HK1
Rail 095440-0351 8973060632 4HK1
095440-0470 8973230190 6HK1
Engine ECU 275800-2801 8151794773 6HK1
275800-2812 8973750190 4HK1
275800-2822 8973750200
Car Manufacturer Parts
Number
Reference
-1-
Page 4
2. Outline
2-1. Outline of System
• The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for
1. further improved fuel economy; 2. noise reduction; and 3. high power output.
A. System Characteristics
• The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that
contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders.
• Because the engine ECU controls the injection system (including the injection pressure, injection rate, and injection tim-
ing), the injection system is unaffected by the engine speed or load.
• This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreas-
es the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration.
• As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.
a. Injection Pressure Control
• Enables high-pressure injection even at low engine speeds.
• Optimizes control to minimize particulate matter and NOx emissions.
b. Injection Timing Control
Enables finely tuned optimized control in accordance with driving conditions.
c. Injection Rate Control
Pilot injection control sprays a small amount of fuel before the main injection.
Common Rail System
Injection Pressure Control
Optimization, High Pressurization
Common Rail System
Conventional
Injection Pressure
d. EGR (Exhaust Gas Recirculation) Control
By recirculating the exhaust gas into the intake side of the engine, the combustion temperature is reduced and NOx is
decreased.
Pump
Speed
Particulate
Injection
Pressure
Injection Timing Control
Optimization
Common Rail System
NOx
Injection Timing
Conventional
Pump
Speed
Injection Rate Control
Pilot Injection
Main
injection
Injection Rate
Crankshaft Angle
Injection Quantity Control
Cylinder Injection
Volume Correction
Speed
㧝㧟㧠㧞
QD0734E
-2-
Page 5
B. Comparison to the Conventional System
In-line, VE Pump
High-pressure Pipe
Momentary High Pressure
Timer
System
In-line Pump
VE Pump
Injection Quantity Control
Injection Timing Control
Pump (Governor)
Pump (Timer)
Rising Pressure
Distributor Pump
Injection Pressure Control
Dependent upon Speed and Injection Quantity
Governor
Pump
Common Rail System
Rail
TWV
Nozzle
Supply Pump
Usually High Pressure
Delivery Valve
Feed Pump
SCV (Suction Control Valve)
Injector
Fuel Tank
Engine ECU, Injector (TWV)*
Engine ECU, Injector (TWV)*
1
1
Engine ECU, Supply Pump
Engine ECU, Rail
Engine ECU, Supply Pump (SCV)*
*1 TWV: Two Way Valve *2 SCVSuction Control Valve
2
QD2341E
-3-
Page 6
2-2. Outline of System
A. Composition
The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.
a. 4HK1
Fuel temperature sensor
Vehicle speed
Accelerator opening
Intake air pressure
Intake air temperature
Coolant temperature
Crankshaft position
Cylinder recognition sensor
Intake airflow rate
Engine ECU
Rail pressure
sensor
Rail
Pressure
limiter
Injector
b. 6HK1
Fuel temperature sensor
Vehicle speed
Accelerator opening
Intake air pressure
Intake air temperature
Coolant temperature
Crankshaft position
Cylinder recognition sensor
Intake airflow rate
Fuel temperature
sensor
Engine ECU
Supply pump
Rail pressure
sensor
SCV (suction
control valve)
Rail
Fuel tank
Q000737E
Pressure
limiter
Injector
Fuel temperature
sensor
Supply pump
SCV (suction
control valve)
-4-
Fuel tank
Q000523E
Page 7
B. Operation
a. Supply pump (HP3/HP4)
The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel dis-
charged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump
effects this control in accordance with the command received from the ECU.
b. Rail
The rail is mounted between the supply pump and the injector, and stores the high pressure fuel.
c. Injector (G2 type)
• This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance
with signals from the ECU. Signals from the ECU determine the length of time and the timing in which current is applied
to the injector.
• This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.
d. Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and
pressure, as well as the EGR (exhaust gas recirculation).
2-3. Fuel System and Control System
A. Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the rail, and
is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
B. Control System
In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various
sensors. The components of this system can be broadly divided into the following three types: (a.) Sensors; (b.) Engine
ECU; and (c.) Actuators.
a. Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
b. Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order
to achieve optimal conditions.
c. Actuators
Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electron-
ically controlling the actuators. The injection quantity and timing are determined by controlling the length of time and the
timing in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure is determined
by controlling the SCV (Suction Control Valve) in the supply pump.
Sensor
Crankshaft Position Sensor NE
Cylider Recognition Sensor G
Accelerator Position Sensor
Rail Pressure Sensor (*1)
Other Sensors and Switches
(*1 : DENSO products)
Engine Speed
Cylinder Recognition
Load
Actuator
EGR is produced
by other manufactures.
Injector
•Injection Quantity Control
•Injection Timing Control
Engine
ECU
Supply Pump (SCV)
•Injection Pressure Control
EGR, Engine Warning Light
Q000524E
-5-
Page 8
3. Construction and Operation
3-1. Description of Main Components
A. Supply Pump (HP3, HP4)
a. Outline
The supply pump consists primarily of the pump body (cam shaft, ring cam, and plungers), SCV (Suction Control Valve),
fuel temperature sensor, and feed pump.
HP3
SCV
Fuel Temperature Sensor
Q000525E
HP4
Fuel Temperature Sensor
SCV
Q000526E
• The two plungers for HP3 or the three plungers for HP4 are positioned vertically on the outer ring cam for compactness.
• The engine drives the supply pump at a ratio of 1:1. The supply pump has a built-in feed pump (trochoid type), and draws
the fuel from the fuel tank, sending it to the plunger chamber.
-6-
Page 9
• The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to
the rail. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is
a normally opened type (the intake valve opens during de-energization).
Injector
Fuel Tank
Rail
Return
Fuel Overflow
Camshaft
Discharge Valve
Intake Valve
Plunger
Filter
Intake Pressure
Feed Pressure
High Pressure
Return Pressure
Return Spring
SCV
Regulating Valve
Feed Pump
Fuel Inlet
Intake
Fuel Filter (with Priming Pump)
QD0704E
-7-
Page 10
• Development: HP3
SCV
Plunger
Pump Body
Ring Cam
Drive Shaft
Feed Pump
Fuel Temperature
Sensor
Regulating
Valv e
Filter
Plunger
-8-
Q000527E
Page 11
• Development: HP4
SCV
Plunger
Fuel Temperature
Sensor
Ring Cam
Filter
Feed Pump
Regulating
Valv e
Pump Body
Drive Shaft
Plunger
-9-
Q000528E
Page 12
b. Supply Pump Internal Fuel Flow
The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.
Supply Pump Interior
Regulating Valve
Feed Pump
Overflow
SCV (Suction Control Valve)
Intake Valve
Pumping Portion (Plunger)
Rail
Fuel Tank
c. Construction of Supply Pump (in case of HP3 pump)
• The eccentric cam is attached to the cam shaft. The eccentric cam is connected to the ring cam.
Cam Shaft
Eccentric Cam
Ring Cam
• As the cam shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.
Plunger
Q000283E
QD0706E
Eccentric Cam
Cam Shaft
Ring Cam
QD0727E
-10-
Page 13
• The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the cam shaft.
Plunger A
Ring Cam
Feed Pump
Plunger B
QD0728E
-11-
Page 14
d. Operation of the Supply Pump
• As shown in the illustration below (in case of HP3 pump), the rotation of the eccentric cam causes the ring cam to push
Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A.
• As a result, Plunger B draws in fuel, while Plunger A pumps it to the rail. In the case of the 4-cylinder engine used with
the HP3 pump, each plunger pumps fuel in a reciprocal movement during the 360° cam rotation.
• Conversely, in the case of the 6-cylinder engine used with the HP4 pump, 3 plungers pump fuel in a reciprocal movement
for each one rotation of the cam.
Suction Valve
Plunger A
SCV
Plunger B
Delivery Valve
Eccentric Cam
Ring Cam
Plunger A: Complete Compression
Plunger B: Complete Intake
Plunger A: Begin Intake
Plunger B: Begin Compression
Plunger A: Begin Compression
Plunger B: Begin Intake
< NOTE >
• There are 3 plungers for the HP4.
Plunger A: Complete Intake
Plunger B: Complete Compression
QD0707E
-12-
Page 15
B. Description of Supply Pump Components
a. Feed Pump
• The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the
two plungers via the fuel filter and the SCV (Suction Control Valve).
• The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction
port and pumps it out through the discharge port.
• This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.
Outer Rotor
to Pump Chamber
Quantity Decrease
Quantity Decrease (Fuel Discharge)
Inner Rotor
Intake Port
from Fuel Tank
Discharge
Port
Quantity Increase
Quantity Increase (Fuel Intake)
QD0708E
b. SCV: Suction Control Valve (Normally open type)
• A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied
to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger.
• Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of
the supply pump decreases.
• When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the ar-
mature to the left side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and
thus regulating the fuel quantity.
• With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers.
(Full quantity intake and full quantity discharge)
• When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally
opened).
• By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is dis-
charged by the plungers.
Exterior View of SCV
(1) In case of short time ON duty
Cross-section of SCV
Return Spring
Pump Body
-13-
SCV
Cylinder
Q000270E
Page 16
Short time ON duty => large valve opening => maximum intake quantity
Plunger
SCV
Feed Pump
Cylinder
Large Opening
Cylinder
Q000051E
-14-
Page 17
(2) In case of long time ON duty
Long time ON duty => small valve opening => minimum intake quantity
Plunger
Feed Pump
SCV
Cylinder
Small Opening
Cylinder
Q000052E
-15-
Page 18
C. Rail
a. Outline
• Stores pressurized fuel (0 to 160 MPa {0 to 1631.6 kg/cm2}) that has been delivered from the supply pump and distributes
the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter are adopted in the rail.
• The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, the pres-
sure limiter prevents the rail pressure from being abnormally high. This ensures optimum combustion and reduces com-
bustion noise.
For 4HK1
Pressure Sensor
Pressure Limiter
Q000529E
For 6HK1
Pressure Limiter
Pressure Sensor
Q000530E
-16-
Page 19
b. Pressure Limiter
• The pressure limiter opens to release the pressure if an abnormally high pressure is generated.
• When the rail pressure reaches approximately 200 MPa (2038 kg/cm2), it trips the pressure limiter (the valve opens).
2
When the pressure drops to approximately 50 MPa (509.5 kg/cm
), the pressure limiter returns to its normal state (the
valve closes) in order to maintain the proper pressure.
: 4HK1 200 ± 9 MPa
(2038 ± 92 kg/cm2)
: 6HK1 221 ± 9 MPa
(2254 ± 92 kg/cm
Valve Open
2
)
Valve Close
50 MPa (509.5 kg/cm
2
)
c. Pressure Sensor
• The rail pressure sensor (Pc sensor) is attached to the rail in order to detect the fuel pressure.
• It is a semiconductor type pressure sensor that utilizes the characteristics of silicon, whereby the electrical resistance
changes when pressure is applied to it.
4.2 V
VC VOUT GND
1.0 V
0 200 MPa (2038 kg/cm
Q000531E
2
)
Q000532E
< NOTE >
• It is necessary to reset the ECU default value using the ISUZU diagnosis tool at the time of supply pump service replace-
ment. In addition, the ECU has a function enabling it to learn the performance of the supply pump at the time of ECU
service replacement, so ensure sufficient time (several minutes) is available.
-17-
Page 20
d. Flow Damper
• The flow dampers are installed at the outlet of rail to damp a pulsation of fuel pressure inside the rail or to cut off the fuel
supply when the fuel leaks in the downstream of flow damper. The fuel is supplied to the injectors through an orifice of
the piston. The pressure pulsation occurring in the rail is damped by a resistive force of the return spring (5) and a passing
resistance of the orifice (2), wherein the piston (4) acts as a damper. (Refer to the picture B)
• Also, the leading end of piston (4) closes an fuel supply port to cut off the fuel supply, if the fuel leak occurs in the injection
pipe or injectors, and the fuel pressure on the downstream side of flow damper supplied through an orifice (2) + resistive
force of return spring (5) do not balance with the fuel pressure applied on the piston (4) surface prior to the orifice (2).
(Refer to the picture C)
2
• The piston (4) will return when the fuel pressure inside the rail less than 1.0 MPa (10.2 kgf/cm
).
(2) Orifice (3) Slit
(1) From Rail
(4) Piston
(5) Return Spring
(6) Housing
(7) To Injector
ABC
Q000742E
-18-
Page 21
D. Injector (G2 Type)
a. Outline
The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing,
rate, and spray condition, in accordance with commands received from the ECU.
b. Characteristics
• A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted.
• QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 base 16 char-
acters) are engraved on the injector head. The 4HK1/6HK1 engine common rail system optimizes injection volume con-
trol using this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the
engine ECU using the ISUZU Diagnostic tool.
c. Construction
QR Codes
30 base 16 characters
Control Chamber
Pressurized Fuel
(from Rail)
Solenoid Valve
Command Piston
Nozzle Spring
Pressure Pin
Nozzle Needle
-19-
Q000533E
Page 22
d. QR Codes
• In order to minimize performance tolerance of injectors at replacing them, QR*1 (Quick Response) codes have been
adopted to enhance correction precision.
• Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and thus
the injection quantity control precision has improved. The characteristics of the engine cylinders have been further uni-
fied, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.
< NOTE >
• QR code correction points
Injection quantity Q
• Location of QR codes
Pressure Parameter
QR code on the injector connector
Actuating pulse width TQ
Q000670E
QR Codes ( 9.9mm)
ID Codes
(30 alphanumeric figures)
Base 16 characters noting fuel
injection quantity correction
information for market service use.
Q000534E
e. Repair Procedure Changes
• Differences in comparison with the conventional method of replacing injectors assembly are as shown below.
< NOTE >
• When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes (QR codes) in the
ECU. (If the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise
will result.)
• New (Injector with QR Codes)
30 base 16 characters noting fuel injection quantity correction
information displaed for market service use
ID Code
Q000535E
-20-
Page 23
• Replacing the Injector
"No correction resistance, so no electrical recognition capability"
• Replacing the Engine ECU
"No correction resistance, so no electrical recognition capability"
Vehicle-side Injector
Spare Injector
Engine ECU
* Necessary to record the injector ID codes in Engine ECU
QD1536E
Spare Engine ECU
* Necessary to record the injector ID codes in the engine ECU
QD1537E
E. Engine ECU (Electronic Control Unit)
a. Outline
This is the command center that controls the fuel injection system and engine operation in general.
Outline Diagram
Sensor
Detection
Engine ECU
Calculation
Actuator
Actuation
QD2352E
-21-
Page 24
3-2. Description of Control System Components
A. Engine Control System Diagram
Intake Air Temperature Sensor
Mass Airflow Meter
VNT
Controller
Intake Air Pressure Sensor
Inter-Cooler
G2 Injector
EGR Cooler
EGR
Valv e
VNT Actuator
Coolant
Oxidation Catalyst
Q000536E
a. Fuel Temperature Sensor (THL)
• The fuel temperature sensor detects the fuel temperature and outputs it to the ECU. The sensor uses a thermistor, which
varies resistance according to temperature.
• As the ECU applies voltage to the thermistor, it uses a voltage resulting from the division of the computer internal resis-
tance and the thermistor resistance to detect the temperature.
VTHL
ECU
+5V
VTHL
(V)
5
4
3
Output Voltage
2
A-GND
1
0
-40 -20
-40 -4
0 20
40 60
80 100 120 (°C)
32
68 104 140 176 212 248 (°F)
Fuel Temperature
THL
Q000106E
-22-
Page 25
b. Atmospheric Air Pressure Sensor (Built-in ECU)
This sensor converts the atmospheric air pressure into an electrical signal to correct full load injection volume.
VPATM
Output Voltage (V)
3.8
107 {1.09}
Atmospheric Air Pressure (kPa {kg/cm2})
Q000278E
-23-
Page 26
3-3. Various Types of Control
• This system controls the fuel injection quantity and injection timing more optimally than the mechanical governor or timer
used in conventional injection pumps.
• For system control, the ECU makes the necessary calculations based on signals received from sensors located in the
engine and on the vehicle in order to control the timing and duration in which current is applied to the injectors, thus re-
alizing optimal injection timing.
A. Fuel Injection Rate Control Function
The fuel injection rate control function controls the ratio of the quantity of fuel that is injected through the nozzle hole
during a specified period.
B. Fuel Injection Quantity Control Function
The fuel injection quantity control function, replaces the conventional governor function, and controls fuel injection to
achieve an optimal injection quantity based on the engine speed and the accelerator opening.
C. Fuel Injection Timing Control Function
The fuel injection timing control function, replaces the conventional timer function, and controls the fuel injection to
achieve an optimal injection timing according to the engine speed and the injection quantity.
D. Fuel Injection Pressure Control Function (Rail Pressure Control Function)
• The fuel injection pressure control function (rail pressure control function) uses a rail pressure sensor to measure fuel
pressure, and feeds this data to the ECU to control the pump discharge quantity.
• Pressure feedback control is implemented to match the optimal quantity (command quantity) set according to the engine
speed and the fuel injection quantity.
Input Signal
Accelerator sensor
NE Sensor
(Crankshaft Position Sensor)
TDC Sensor
(Cylinder Recognition Sensor)
Rail Pressure Sensor (*1)
Various Sensors (*1)
·Water Temperature Sensor
·Fuel Temperature Sensor
·Atmospheric Air Temperature
Sensor etc.
(*1 : DENSO products)
Fuel Control Computer
(ECU)
Atmospheric Air
Pressure Sensor
Control Output
Fuel Injection Rate Control
Fuel Injection Quantity Control
Fuel Injection Timing Control
Fuel Injection Pressure Control
Diagnosis
Q000537E
-24-
Page 27
E. Fuel Injection Rate Control
a. Main Injection
Same as conventional fuel injection.
b. Pilot Injection
• Pilot injection is the injection of a small amount of fuel prior to the main injection.
Main Injection
Pilot Injection
Q000110E
• While the adoption of higher pressure fuel injection is associated with an increase in the injection rate, the lag (injection
lag) that occurs from the time fuel is injected until combustion starts cannot be reduced below a certain value. As a result,
the quantity of fuel injected before ignition increases, resulting in explosive combustion together with ignition, and an in-
crease in the amount of NOx and noise. Therefore, by providing a pilot injection, the initial injection rate is kept to the
minimum required level dampening, the explosive first-period combustion and reducing NOx emissions.
Combustion
Process
Injection Rate
Heat Generation
Rate
TDC
High Injection
Rate
Large Pre-mixture
Combustion
(NOx, Noise)
Small Injection Amount
Prior to Ignition
Pilot Injection
Improvement
Small Pre-mixture
Combustion
Ignition Delay
Q000111E
-25-
Page 28
F. Fuel Injection Quantity Control
a. Starting Injection Quantity
The injection quantity is determined based on the engine speed (NE) and water temperature while starting.
Starting Injection Quantity
Water
Temperature
Engine Speed
b. Transient Injection Quantity Correction
When the changes in the accelerator opening are great during acceleration, the increase in fuel volume is delayed to
inhibit the discharge of black smoke.
Injection Quantity
Change in Accelerator Opening
Q000127E
Injection Quantity after Correction
Delay Time
Time
c. Basic Injection Quantity
• This quantity is determined in accordance with the engine speed (NE) and the accelerator opening.
• Increasing the accelerator opening while the engine speed remains constant causes the injection quantity to increase.
Basic Injection Quantity
Accelerator Opening
Engine Speed
Q000128E
Q000129E
-26-
Page 29
d. Injection Quantity for Maximum Speed Setting
The injection quantity is regulated by a value that is determined in accordance with the engine speed.
Injection Quantity for Maximum Speed Setting
Engine Speed
e. Maximum Injection Quantity
Is determined in accordance with the engine speed and corrected by the coolant temperature signal.
Basic Maximum Injection Quantity
Q000130E
Engine Speed
f. Amount of Injection Quantity Intake Pressure Correction
Limits the maximum injection quantity in accordance with the intake pressure, in order to minimize the discharge of
smoke when the intake air pressure is low.
Amount of Intake Air Pressure Correction
Engine Speed
Q000131E
Q000133E
-27-
Page 30
g. Amount of Injection Quantity by Atmospheric Air Pressure Correction
With using atmospheric air pressure sensor signal, the maximum injection quantity curve is corrected as shown in the
figure below.
Amount of Atmospheric Air Pressure Correction
Engine Speed
h. Idle Speed Control System (ISC)
Controls the idle speed by regulating the injection quantity in order to match the target speed, which has been calculated
by the computer, with the actual speed. The functions of the ISC can be broadly divided into the following two items:
(1) Auto ISC
Controls the idle speed in accordance with the water temperature.
Target Speed
Water Temperature
(2) Manual ISC
Controls the idle speed in accordance with the idle speed indicated on the manual idle setting knob provided at the driv-
er's seat.
Q000134E
Q000135E
Target Speed
ISC Knob Terminal Voltage
Q000136E
-28-
Page 31
(3) Air Conditioner Idle-up Control
When the conditions shown in the chart on the right are realized, bring the idle-up speed to constant rpm.
Conditions
Air Conditioning SW = "ON"
Clutch SW = "ON" (Clutch Connection)
Neutral SW = "ON" (Neutral)
i. Auto Cruise Control
• Controls the actual vehicle speed by regulating the injection quantity in order to match the target speed that has been
calculated by the computer with the actual speed.
• The CRS ECU controls the injection quantity in accordance with signals from the cruise control computer.
Q000137E
-29-
Page 32
G. Fuel Injection Timing Control
The characteristics of the fuel injection timing vary depending on whether it is the main injection or the pilot injection.
Although either the NE sensor or the auxiliary NE sensor is the reference for controlling the injection timing, the NE sen-
sor is ordinarily used for this purpose.
a. Main Injection Timing
• The basic injection timing is calculated in accordance with the final injection quantity, the engine speed, and the water
temperature (with map correction).
• While starting, it is calculated in accordance with the water temperature and the engine speed.
Basic Injection Timing
Final Injection Quantity
Engine Speed
Q000138E
b. Pilot Injection timing (Pilot Interval)
• The pilot injection timing is controlled by adding the pilot interval to the main injection timing.
• The pilot interval is calculated in accordance with the final injection quantity, the engine speed, and the water temperature
(with map correction).
• While starting, it is calculated in accordance with the water temperature and the engine speed.
Pilot Interval
Final Injection Quantity
Engine Speed
c. Fuel Injection Pressure
• A value is calculated as determined in accordance with the final injection quantity and the engine speed.
• While starting, it is calculated in accordance with the water temperature and the engine speed.
Rail Pressure
Final Injection Quantity
Q000139E
-30-
Engine Speed
Q000140E
Page 33
3-4. Engine ECU
A. Diagnosis Codes
a. 4HK1
DTC Code Code Description
P0643 Analog Sensor Reference Voltage Output No.1 Too High
P0642 Analog Sensor Reference Voltage Output No.1 Too Low
P0653 Analog Sensor Reference Voltage Output No.2 Too High
P0652 Analog Sensor Reference Voltage Output No.2 Too Low
P0699 Analog Sensor Reference Voltage Output No.3 Too High
P0698 Analog Sensor Reference Voltage Output No.3 Too Low
P0118 Coolant Temp. Sensor Signal Too High
P0117 Coolant Temp. Sensor Signal Too Low
P0113 Intake Air Temp. Sensor Signal Too High
P0112 Intake Air Temp. Sensor Signal Too Low
P0183 Fuel Leak Temp. Sensor Signal Too High
P0182 Fuel Leak Temp. Sensor Signal Too Low
P0113 ATM Temp. Sensor Signal Too High
P0112 ATM Temp. Sensor Signal Too Low
P0193 C/Rail Press. Sensor Signal Too High
P0192 C/Rail Press. Sensor Signal Too Low
P2229 Atom Press. Sensor Signal Too High
P2228 Atom Press. Sensor Signal Too Low
P0238 Boost Pressure Sensor Signal Too High
P0237 Boost Pressure Sensor Signal Too Low
P0563 Ignition1 Voltage Too High
P0562 Ignition1 Voltage Too Low
P0103 MAF Sensor Signal Too High
P0102 MAF Sensor Signal Too Low
P1597 PTO Accelerator Sensor Signal Too High
P1594 Idleup Signal Too High
P1593 Idleup Signal Too Low
P0406 EGR Position Signal Too High
P0405 EGR Position Signal Too Low
P0571 Cruise / Brake Switch Circuit Malfunction
P0567 Cruise Resume / Accelerator Signal
P0568 Cruise Set / Coast Signal Malfunction
P0335 Crank Sensor No Pulse
P0340 Cam Sensor No Pulse
P0092 SCV (+) output short to BATT
SCV (-) output short to BATT
-31-
Page 34
DTC Code Code Description
P0091 SCV (+) output open Load / short to GND
SCV (-) output open Load / short to GND
SCV coil open
P1264 COM1 output short to BATT;
TWV1 or 3 (or 5) output short to BATT
P1263 COM1 output short to GND;
TWV1 or 3 (or 5) output short to GND
P2152 COM1 output open load;
Both TWV1 or 3 (or 5) output open load
P1266 COM2 output short to BATT;
TWV2 or 4 (or 6) output short to BATT
P1265 COM2 output short to GND;
TWV2 or 4 (or 6) output short to GND
P2155 COM2 output open load;
Both TWV2 or 4 (or 6) output open load
P0201 TWV1 output open load
Injector#1 coil open
P0202 TWV2 output open load
Injector#3 coil open
P0203 TWV3 output open load
Injector#4 coil open
P0204 TWV4 output open load
Injector#2 coil open
P1261 Capacitor charge-up circuit malfunction (insufficient charge)
P1261 Capacitor charge-up circuit malfunction (excessive charge)
P0088 Common rail pressure exceeds upper
P0088 Common rail pressure exceeds hi upper limit
P0382 Glow Controller Command Line Short to BATT
P0382 Glow Controller Command Line Open Load / Short to GND
P1094 C/Rail Press. Sensor Performance Invalid included fuel leak
P0087 P/L (pressure limiter) activated
P1404 EGR Position Error
P0400 EGR Duty Error
P0500 Vehicle Speed Sensor Malfunction
P0606 CPU fault;
-Main CPU fault
P0606 CPU fault;
-Watchdog IC fault
P0602 EEPROM/EERPOM Emulation via Flash EPROM Write Error
P0219 Engine overrun
P0512 Starter Switch Short to BATT
-32-
Page 35
DTC Code Code Description
P0686 Main relay diagnostics;
Main relay stuck closed
P0089 Supply pump control valve (suction control valve) stuck
P0299 Boost Pressure Sensor exceeds lower limit
P0234 Boost Pressure Sensor exceeds upper limit
P2293 Supply pump protection
P2294 Supply pump exchange
P1093 Supply pump malfunction
P2122 Accelerator Pedal Position Sensor 1 Low Voltage
P2123 Accelerator Pedal Position Sensor 1 High Voltage
P2127 Accelerator Pedal Position Sensor 2 Low Voltage
P2128 Accelerator Pedal Position Sensor 2 High Voltage
P2132 Accelerator Pedal Position Sensor 3 Low Voltage
P2133 Accelerator Pedal Position Sensor 3 High Voltage
P1125 Pedal Position Sensor Circuit Intermittent
P2138 Accelerator Pedal Position Sensor 1, 2 Correlation Error
P2140 Accelerator Pedal Position Sensor 2, 3 Correlation Error
P2139 Accelerator Pedal Position Sensor 1, 3 Correlation Error
U2104 CAN Bus Error
U2106 CAN TCM SOH Diagnostic
P0602 QR Code Not Programmed
P0602 QR Code ERROR
-33-
Page 36
b. 6HK1
DTC Code Code Description
P0641 Analog Sensor Reference Voltage Output No.1 Too High
P0641 Analog Sensor Reference Voltage Output No.1 Too Low
P0651 Analog Sensor Reference Voltage Output No.2 Too High
P0651 Analog Sensor Reference Voltage Output No.2 Too Low
P1646 Analog Sensor Reference Voltage Output No.3 Too High
P1646 Analog Sensor Reference Voltage Output No.3 Too Low
P0118 Coolant Temp. Sensor Signal Too High
P0117 Coolant Temp. Sensor Signal Too Low
P0113 Intake Air Temp. Sensor Signal Too High
P0112 Intake Air Temp. Sensor Signal Too Low
P0183 Fuel Leak Temp. Sensor Signal Too High
P0182 Fuel Leak Temp. Sensor Signal Too Low
P0523 Oil Press. Sensor Signal Too High
P0522 Oil Press. Sensor Signal Too Low
P0463 Fuel Level Sensor1 Signal Too High
P0462 Fuel Level Sensor1 Signal Too Low
P1433 Fuel Level Sensor2 Signal Too High
P1432 Fuel Level Sensor2 Signal Too Low
P0193 C/Rail Press. Sensor Signal Too High
P0192 C/Rail Press. Sensor Signal Too Low
P0190 C/Rail Press. Sensor Signal keeping the middle range
P0108 Atom Press. Sensor Signal Too High
P0107 Atom Press. Sensor Signal Too Low
P0238 Boost Pressure Sensor Signal Too High
P0237 Boost Pressure Sensor Signal Too Low
P0563 Ignition1 Voltage Too High
P0562 Ignition1 Voltage Too Low
P2003 MAF Sensor Signal Too High
P2004 MAF Sensor Signal Too Low
P2005 PTO Accelerator Sensor Signal Too High
P2007 VNT Current Too High
P2008 VNT Current Too Low
P0704 Clutch Pedal Switch Circuit
P0571 Cruise / Brake Switch Circuit Malfunction
P0571 Cruise / Brake Switch Circuit Malfunction
P0567 Cruise Resume / Accelerator Signal
P0568 Cruise Set / Coast Signal Malfunction
P0335 Crank Sensor No Pulse
P0385 Cam Sensor No Pulse
-34-
Page 37
DTC Code Code Description
P0092 SCV (+) output short to BATT
SCV (-) output short to BATT
P0091 SCV (+) output open Load / short to GND
SCV (-) output open Load / short to GND
SCV coil open
P1264 COM1 output short to BATT;
TWV1 or 3 (or 5) output short to BATT
P1263 COM1 output short to GND;
TWV1 or 3 (or 5) output short to GND
P2011 COM1 output open load;
Both TWV1 or 3 (or 5) output open load
P1266 COM2 output short to BATT;
TWV2 or 4 (or 6) output short to BATT
P1265 COM2 output short to GND;
TWV2 or 4 (or 6) output short to GND
P2012 COM2 output open load;
Both TWV2 or 4 (or 6) output open load
P0201 TWV1 output open load
Injector#1 coil open
P0202 TWV2 output open load
Injector#5 coil open
P0203 TWV3 output open load
Injector#3 coil open
P0204 TWV4 output open load
Injector#6 coil open
P0205 TWV5 output open load
Injector#2 coil open
P0206 TWV6 output open load
Injector#4 coil open
P1261 Capacitor charge-up circuit malfunction (insufficient charge)
P1261 Capacitor charge-up circuit malfunction (excessive charge)
P1088 Common rail pressure exceeds hi upper limit
P0382 Glow Controller Command Line Short to BATT
P0382 Glow Controller Command Line Open Load / Short to GND
P0500 Vehicle Speed Sensor Malfunction
P0087 C/Rail Press. Sensor Performance Invalid included fuel leak
P1087 P/L (pressure limiter) activated
P2565 VNT Position Signal Too high
P2564 VNT Position Signal Too low
P2900 VNT Position Stick
P2901 EGR Brushless motor Position Sensor Signal Invalid
P2902 EGR Brushless motor Performance Error
-35-
Page 38
DTC Code Code Description
P2903 EGR Valve open/Close Stick
P0606 CPU fault;
-Main CPU fault
P0606 CPU fault;
-Watchdog IC fault
P1621 EEPROM/EERPOM Emulation via Flash EPROM Write Error
P0219 Engine overrun
P0512 Starter Switch Short to BATT
P2920 Main relay diagnostics;
Main relay stuck closed
P0088 Supply pump control valve (suction control valve) stuck
P0234 Boost Pressure Sensor exceeds upper limit
P0234 Boost Pressure Sensor exceeds upper limit (Long time)
P2921 Supply pump protection
P2922 Supply pump exchange
P2923 Supply pump malfunction
P1277 Accelerator Pedal Position Sensor 1 Low Voltage
P1278 Accelerator Pedal Position Sensor 1 High Voltage
P1282 Accelerator Pedal Position Sensor 2 Low Voltage
P1283 Accelerator Pedal Position Sensor 2 High Voltage
P1287 Accelerator Pedal Position Sensor 3 Low Voltage
P1288 Accelerator Pedal Position Sensor 3 High Voltage
P1125 Pedal Position Sensor Circuit Intermittent
P1271 Accelerator Pedal Position Sensor 1, 2 Correlation Error
P1272 Accelerator Pedal Position Sensor 2, 3 Correlation Error
P1273 Accelerator Pedal Position Sensor 1, 3 Correlation Error
U1300 Class2 Bus Short to Ground
U1301 Class2 Bus Short to Battery
U2104 CAN Bus Error
P0461 Fuel Level Sensor Circuit Performance
P0602 QR Code Not Programmed
P0602 QR Code ERROR
-36-
Page 39
B. ECU External Wiring Diagram
a. 4HK1 Diagram (1)
A
+
BATTERY
-
KEY SW
TAP DOWN
PTO SW
PTO ENABLE RELAY
START
ON
ACC
LOCK
A
A
MAIN-RELAY
GLOW-RELAY
TAP UP
B
OPTION
C
IG1-SW
M-REL
ECU
M-REL
+B
+B
+B
GL-CONT
(GM1-FB)
(GM2-FB)
(GM3-FB)
(GM4-FB)
BATT
BK1-SW
BK2-SW
CRM-SW
CRR-SW
CRS-SW
PTOEN-SW
PTOEN-REL
PTOFB-SW
PTODIS-SW
SHUTDOWN-SW
RSET-SW
RRES-SW
SSPA-SW
SSPB-SW
CCDIS-SW
(TQLIM-SW)
IGBC-SW
CL-SW
(TQCUT-SW)
FUEL-SW *1
STA-SW
STAEN-REL
SCVHI
SCVHI
SCVLO
SCVLO
NE+
NE-
NE-SLD
SPD
G-VB
G-SLD
PB-VCC
PBOOST
PB-GND
PFUEL-VCC
PFUEL
PFUEL
PFUEL-GND
APS1-VCC
APS1
APS1-GND
APS2-VCC
APS2
APS2-GND
APS3-VCC
APS3
APS3-GND
IDLUP-VCC
IDLUP
IDLUP-GND
PACL-VCC
PACL
PACL-GND
(SP2)
(SP2-GND)
(SP1-VCC)
(SP1)
(SP1-GND)
STARTER CUT RELAY
G
A
SCV
AT
STARTER RELAY
CRANK
POSITION
SENSOR
SPEED
SENSOR
METER
CAM ANGLE
SENSOR
(HALL)
BOOST
PRESSURE
SENSOR
RAIL
PRESSURE
SENSOR
APS1
APS2
APS3
IDLE UP
VOLUME
PTO ACCEL
SENSOR
C
A
-37-
Q000538E
Page 40
b. 4HK1 Diagram (2)
AT
CONTROLLER
ABS
AT
TOOL
TOOL
EGR DC
BRUSH MOTOR
EGR POSITION
SENSOR
METER
TWISTED PAIR
M+
M-
METER
DIAG CLEAR-SW
REF-SW
AC-SW
ECU
(FQ1)
(FQ2)
(FQ3)
(INCA-BAT)
(INCA-GND)
THWOUT
TACHO
CAN1H
CAN1L
(CAN1-SLD)
AT-TACHO
CRSET-L
MIL
CRM-L
GL-L
(EXB-L)
CLASS2
CLASS2
KWP2000
EBM1
EBM2
EGR-VCC
EGP-POS
EGR-GND
ATM
(LOL-SW)
(POIL-VCC)
(POIL)
POIL-GND
THW
THF1
(THF2)
(THO)
THA
MAF
MAF-GND
(SP3-GND)
(SP3)
(ATMT-GND)
(ATMT)
(ACGL-SW)
(ACG-F)
COMMON1
COMMON1
TWV-A
TWV-C
COMMON2
COMMON2
TWV-B
TWV-D
PRESSURE
EXB-SW
EXB-REL
COOLANT TEMP
FUEL TEMP
INTAKE AIR TEMP
B
MAF
CYL1
CYL4
CYL3
CYL2
A
EXHAUST
BRAKE
RELAY
AT
EXHAUST BRAKE
CUT RELAY
EXHAUST BRAKE
RELAY (CHARGE)
ABS
C
(EBM-W)
(EGR-UPOS)
(EGR-VPOS)
(EGR-WPOS)
(IDM1)
(IDM2)
INT-VCC
INT
INT-GND
-38-
P-GND
P-GND
P-GND
P-GND
GND
GND
CASE-GND
Q000539E
Page 41
c. 6HK1 Diagram (1)
ENGINE
BLOCK
IGNITION3
PTO SW
B
STARTER
SW
IGN A
A B
GLOW RELAY
C
POWER
MAINTAIN
RELAY
TOP DOWN
(UPFTR SUP) (UPFTR SUP)
PTO ENABLE RELAY
TOP UP
IGN B
GLOW
PLUG
STA-SW
BATT
IG0-SW
IG1-SW
GL-REL
(+B) *1
+B
+B
M-REL
M-REL
GL-L
FIDL-L
BK1-SW
BK2-SW
CRM-SW
CRR-SW
CRS-SW
PTOEN-SW
PTOEN-REL
PTOFB-SW
PTODIS-SW
ECU
PFUEL-VCC
PFUEL-GND
SCVHI
SCVHI
SCVLO
SCVLO
NE+
NE-
NE-SLD
VSS+
VSS-
VSS-SLD
G-VB
G-SLD
PBOOST
PB-VCC
PB-GND
PFUEL
PFUEL
APS1-VCC
APS1
APS1-GND
APS2-VCC
APS2
APS2-GND
APS3-VCC
APS3
APS3-GND
PACL-VCC
PACL
PACL-GND
POIL-VCC
POIL
POIL-GND
SCV
CRANK
POSITION
SENSOR
TWISTED PAIR
G
VEHICLE
SPEED
SENSOR
CAM ANGLE
SENSOR
(HALL)
BOOST
SENSOR
PRESSURE
PRESSURE
SENSOR
COMMON RAIL
LCT TCM
APS1
APS2
APS3
PTO ACCEL
SENSOR
ENGINE OIL
PRESSURE
SENSOR
RSET-SW
RRES-SW
RRPA-SW
RRPB-SW
CCDIS-SW
IGBC-SW
CL-SW
FAXLE-SW
A
THW
THF1
*2 THF2
THD
THA
MAF
MAF-GND
*1: In case of connecting to outside wiring, note that this termonal is connected to +B inside ECU.
*2: This terminal is unused.
-39-
COOLANT TEMP
FUEL TEMP#1
FUEL TEMP#2
ENGINE OIL TEMP
INTAKE AIR TEMP
C
MAF
Q000540E
Page 42
d. 6HK1 Diagram (2)
BATT
A/C RELAY
A/C REQUEST SW
ELECTRIC 2SPD. AXLE
SW AUTOMATC
MANUAL
AC HI-PRESS SW
AIR 2SPD. AXLE SENSOR
IGN3
LOW PRESSURE SW
A/C CLUTCH
IGN3
2SPD.
AXLE
MOTER
REV-SW
LOL-SW
FIDL-SW
AC-SW
4WD-SW
LCL-SW
WIF-SW
N-SW
ECU
2SAXLE-SW
ATM
PRESSURE
ACCL-REL
COM-GND
LFUEL1
LFUEL2
ACGL-SW
ACG-F
STAEN-REL
COMMON1
COMMON1
TWV-A
TWV-E
TWV-C
COMMON2
COMMON2
TWV-F
TWV-B
TWV-D
STARTER R/L
CYL1
CYL2
CYL3
CYL4
CYL5
CYL6
ACG
ACG
CLUTCH SW
FUEL LEVEL#1
FUEL LEVEL#2
IGN (CRANK)
VB
NOTE:
Un lock
Run
Crank
Lock/Accessory
CLUSTER
TCM
CHASSIS
BUILDER
TECH II
IGN0
1
1
1
0
TWISTED PAIR
IGN1
0
1
1
0
CRANK
0
0
1
0
IGN3
0
1
0
0
MIL
TACHO
VSOUT1
CAN1H
CAN1L
CAN1-SLD
VSOUT2
CLASS2
CLASS2
DIAGCL-SW
EXB-SW
EXB-REL
P-GND
P-GND
P-GND
P-GND
GND
GND
CASE-GND
EGR-VCC
EGR-UPOS
EBM-U
EGR-VPOS
EBM-V
EGR-WPOS
EBM-W
EGR-GND
AVNT
VNTPOS-VCC
VNTPOS-SIG
VNTPOS-GND
EXHT Telltail-TTM
B
W/ABS
NO ABS
C
AVNT
EXHT BRK SOLENOID
ABS TCM
LCT
WTERC
EGR VALVE
DRIVE DC BRUSH-LESS
MOTOER
AVNT POSITION
SENSOR
Q000541E
-40-
Page 43
C. ECU Connector Diagram
a. 4HK1 ECU Connector Terminal Layout
ECU CONNECTOR PIN ASSIGNMENT : 154PIN
㪙㪄㪍 㪙㪄㪋㪍
㪘㪄㪎㪊 㪘㪄㪎㪏
㪞㪣㩷
㪧㪫㪦㪜㪥㩷
㪪㪫㪘㪜㪥㩷
㪄㪩㪜㪣
㪙㪘㪫㪫
㪧㪄㪞㪥㪛
㪧㪄㪞㪥㪛
㪄㪩㪜㪣
㪫㪘㪚㪟㪦
㪞㪥㪛
㪜㪯㪙㩷
㪄㪩㪜㪣
㪤㪄㪩㪜㪣㪤㪄㪩㪜㪣
㪞㪥㪛
㪂㪙
㪄㪚㪦㪥㪫
㪂㪙
㪂㪙
㪘㪄㪋㪐
㪘㪄㪉㪌
㪧㪄㪞㪥㪛
㪚㪘㪪㪜㩷
㪧㪄㪞㪥㪛
㪄㪞㪥㪛
㪘㪄㪈 㪘㪄㪍
㪘㪧㪪㪈㩷
㪄㪭㪚㪚
㪘㪄㪌㪋
㪘㪄㪊㪇
㪤㪠㪣㪞㪣㪄㪣
㪘㪧㪪㪉㩷
㪘㪧㪪㪊㩷
㪄㪭㪚㪚
㪄㪭㪚㪚
㪘㪧㪪㪈 㪘㪧㪪㪉 㪘㪧㪪㪊
㪘㪧㪪㪉㩷
㪘㪧㪪㪈㩷
㪄㪞㪥㪛
㪄㪞㪥㪛
㪚㪩㪤㩷
㪄㪣
㪘㪧㪪㪊㩷
㪄㪞㪥㪛
㪘㪫㪄㩷
㪫㪘㪚㪟㪦
㪧㪘㪚㪣㩷
㪄㪭㪚㪚
㪧㪘㪚㪣㩷
㪄㪞㪥㪛
㪠㪛㪣㪬㪧
㪄㪭㪚㪚
㪠㪛㪣㪬㪧㪧㪘㪚㪣
㪠㪛㪣㪬㪧
㪄㪞㪥㪛
㪚㪩㪪㪜㪫㩷㪄㪣㪠㪞㪙㪚㩷
㪄㪪㪮
㪩㪪㪜㪫㩷
㪩㪩㪜㪪㩷
㪪㪪㪧㪙
㪄㪪㪮
㪛㪠㪘㪞㩷
㪚㪣㪜㪘㪩㩷
㪄㪪㪮
㪧㪫㪦㪜㪥
㪄㪪㪮
㪄㪪㪮
㪄㪪㪮
㪜㪯㪙㩷
㪄㪪㪮
㪚㪣㪘㩷
㪉㪇㪇㪇
㪪㪪㪉
㪚㪚㪛㪠㪪㩷
㪪㪪㪧㪘
㪄㪪㪮
㪄㪪㪮
㪪㪟㪬㪫㩷
㪙㪢㪈㩷
㪙㪢㪉㩷
㪚㪣㩷
㪛㪦㪮㪥㩷
㪄㪪㪮
㪄㪪㪮
㪄㪪㪮
㪄㪪㪮
㪪㪧㪛
㪚㪘㪥㩷㪈㪥㪚㪘㪥㩷㪈㪣㪢㪮㪧㩷
㪚㪘㪥㪈㩷
㪄㪪㪣㪛
㪘㪄㪐㪍
㪧㪫㪦㪛㪠㪪㩷
㪧㪫㪦㪝㪙㩷
㪪㪫㪘㩷
㪄㪪㪮
㪄㪪㪮
㪚㪩㪤㩷
㪄㪪㪮
㪚㪩㪩㩷
㪄㪪㪮
㪠㪞㪠㪄㪪㪮
㪄㪪㪮
㪘㪄㪎㪉
㪘㪄㪋㪏
㪚㪩㪪㩷
㪄㪪㪮
㪫㪟㪮㩷
㪦㪬㪫
㪘㪄㪉㪋
㪩㪜㪝
㪄㪪㪮
㪘㪚㩷
㪄㪪㪮
㪚㪣㪘㩷
㪪㪪㪉
b. 4HK1 Terminal Connections
No. Terminal Name Content No. Terminal Name Content
A-1 CASE-GND CASE GND A-31 APS1 ACCEL POSITION 1 SIG
A-2 P-GND POWER GND A-32 APS2 ACCEL POSITION 2 SIG
A-3 P-GND POWER GND A-33 APS3 ACCEL POSITION 3 SIG
A-4 GND ECU SENSOR GND A-34 PACL PTO ACCEL SIG
A-5 GND ECU SENSOR GND A-35 IDLUP IDLE UP SIG
A-6 N/A (Q CONTROL RESISTOR 3) A-36 N/A (SP1)
㪙㪄㪌
㪚㪦㪤㪤㪦㪥㪈 㪚㪦㪤㪤㪦㪥㪉
㪙㪄㪋
㪙㪄㪊
㪚㪦㪤㪤㪦㪥㪈
㪚㪦㪤㪤㪦㪥㪉
㪙㪄㪉
㪙㪄㪈
㪧㪙㩷
㪧㪝㪬㪜㪣㩷
㪧㪦㪠㩷㪣㩷
㪄㪭㪚㪚
㪪㪚㪭㪟㪠
㪙㪄㪊㪊
㪙㪄㪉㪇
㪪㪚㪭㪣㪦
㪜㪙㪤㪈 㪜㪙㪤㪉
㪙㪄㪎
㪜㪞㪩㩷
㪄㪭㪚㪚
㪄㪭㪚㪚
㪄㪭㪚㪚
㪪㪚㪭㪟㪠 㪫㪟㪮 㪫㪟㪘 㪫㪟㪝㪈 㪫㪮㪭㪄㪛 㪫㪮㪭㪄㪙
㪪㪚㪭㪣㪦 㪧㪙㪦㪦㪪㪫 㪧㪝㪬㪜㪣
㪠㩷㪥㪫㩷
㪄㪭㪚㪚
㪞㩷
㪄㪭㪙
㪧㪙㩷
㪄㪞㪥㪛
㪧㪝㪬㪜㪣
㪧㪝㪬㪜㪣㩷
㪄㪞㪥㪛
㪜㪞㪩㩷
㪄㪧㪦㪪
㪧㪦㪠㩷㪣㩷
㪄㪞㪥㪛
㪤㪘㪝㩷
㪄㪞㪥㪛
㪠㩷㪥㪫㩷
㪄㪞㪥㪛
㪜㪞㪩㩷
㪄㪞㪥㪛
㪞㪠㩷㪥㪫 㪥㪜㪂 㪥㪜㪄㪤㪘㪝
㪙㪄㪌㪏
㪫㪮㪭㪄㪘㪫㪮㪭㪄㪦
㪙㪄㪋㪌
㪙㪄㪊㪉
㪞㩷
㪥㪜㩷
㪄㪪㪣㪛
㪄㪪㪣㪛
㪙㪄㪈㪐㩷
Q000542E
A-7 APS1-GND V5RTN1 A-37 N/A (SP2)
A-8 APS2-GND V5RTN2 A-38 N/A (ATM TEMP SIG)
A-9 APS3-GND V5RTN3 A-39 SPD SPEED INPUT
A-10 PACL-GND PTO ACCEL GND A-40 — —
A-11 IDLUP-GND IDLE UP GND A-41 N/A (ACG-F PULSE INPUT)
A-12 N/A (SP3 GND) A-42 — —
A-13 N/A (ATM TEMP GND) A-43 N/A (GLOW MONITOR2 FEEDBACK)
A-14 — — A-44 N/A (GLOW MONITOR3 FEEDBACK)
A-15 N/A (SP1-GND) A-45 AC-SW A/C CLUTCH REQUEST SW
A-16 CAN1-SLD CAN1 SHIELD GND A-46 CRM-SW RUISE ENABLE (ON/OFF) SW
A-17 CAN1H CAN1 HIGH A-47 CRR-SW CRUISE RESUME/ACCEL SW
A-18 CAN1L CAN1 LOW A-48 CRS-SW CRUISE SET/COAST SW
A-19 KWP2000 ISO14230 A-49 +B POWER
A-20 CLASS2 J1850 A-50 +B POWER
A-21 CLASS2 J1850 A-51 BATT BATTERY
A-22 — — A-52 M-REL POWER MAINTAIN RELAY
A-23 IG1-SW IGNITION 1 A-53 M-REL POWER MAINTAIN RELAY
A-24 THWOUT THW PWM OUTPUT A-54 APS1-VCC VBREF1
A-25 — — A-55 APS2-VCC VBREF2
A-26 P-GND POWER GND A-56 APS3-VCC VBREF3
A-27 P-GND POWER GND A-57 — —
A-28 TACHO TACHO A-58 PACL-VCC PTO ACCEL VCC
A-29 N/A (Q CONTROL RESISTOR 1) A-59 IDLUP-VCC IDLE UP VCC
A-30 N/A (Q CONTROL RESISTOR 2) A-60 N/A (SP1 VCC)
-41-
Page 44
No. Terminal Name Content No. Terminal Name Content
A-61 N/A (ACG-L INPUT) A-79 GL-L GLOW LAMP
A-62 BK1-SW BRAKE 1 SW A-80 MIL CHECK ENGINE LAMP
A-63 BK2-SW BRAKE 2 SW A-81 CRM-L CRUISE MAIN LAMP
A-64 CL-SW CLUTCH SW A-82 AT-TACHO AT-TACHO
A-65
SHUTDOWN-SW
A-66
DIAG CLEAR-SW
A-67 EXB-SW EXHAUST BRAKE SW A-85 N/A (SP2)
A-68 — — A-86 IGBC-SW IGNORE BRAKE/CLUTCH SW
A-69 REF-SW REFRIGERATOR SW A-87 N/A (TORQUE LIMIT SW)
A-70 N/A (GLOW MONITOR1 FEEDBACK) A-88 CCDIS-SW CAB CONTROL DISABLE SW
A-71 N/A (TORQUE CUT SW) A-89 SSPA-SW SET SPEED A SW
A-72 N/A (GLOW MONITOR4 FEEDBACK) A-90 SSPB-SW SET SPEED B SW
A-73 +B POWER A-91 RSET-SW REMOTE SET SW
A-74 GL-CONT GLOW CONTOROLLER A-92 RRES-SW REMOTE RESUME SW
A-75 PTOEN-REL PTO ENGAGE RELAY A-93 PTOEN-SW PTO ENGAGE SW
A-76 STAEN-REL STARTER ENABLE RELAY A-94 PTODIS-SW PTO DISABLE SW
A-77 EXB-REL EXHAUST BRAKE RELAY A-95 PTOFB-SW PTO FEEDBACK SW
ENGINE SHUTDOWN SW A-83 N/A (SP2 GND)
DIAG CLEAR SW A-84 CRSET-L CRUISE SET LAMP
A-78 N/A (EXHAUST BRAKE LAMP) A-96 STA-SW CRANKING REQUEST SW
No. Terminal Name Content No. Terminal Name Content
B-1 N/A (INTAKE DC MOTOR1) B-22 — —
B-2 N/A (INTAKE DC MOTOR2) B-23 N/A (INCA-BAT)
B-3 COMMON1 INJECTOR POWER1 B-24 PBOOST BOOST PRESSURE SIG.
B-4 COMMON2 INJECTOR POWER2 B-25 PFUEL RAIL PRESSURE SIG.
B-5 COMMON1 INJECTOR POWER1 B-26 PFUEL RAIL PRESSURE SIG.
B-6 COMMON2 INJECTOR POWER2 B-27 N/A (OIL PRESSURE SIG.)
B-7 EBM1 EGR DC MOTOR 1 B-28 MAF MAF SIGNAL
B-8 EBM2 EGR DC MOTOR 2 B-29 INT INTAKE POSITION SIG.
B-9 N/A (EGR BRUSHLESS MOTOR W) B-30 G CAM ANGLE
B-10 — — B-31 NE+ CRANK POSITION+
B-11 N/A (INCA-GND) B-32 NE- CRANK POSITION-
B-12 PB-GND BOOST PRESSURE GND B-33 SCVHI SCV HIGH SIDE
B-13 PFUEL-GND RAIL PRESSURE GND B-34 SCVHI SCV HIGH SIDE
B-14 POIL-GND OIL PRESSURE GND B-35 THW COOLANT TEMP.
B-15 MAF-GND MAF GND B-36 N/A (ENGINE OIL TEMP.)
B-16 INT-GND INTAKE POSITION GND B-37 THA INTAKE AIR TEMP.
B-17 EGR-GND EGR POSITION GND B-38 N/A (EGR-U POSITION SIG.)
B-18 G-SLD CAM ANGLE GND B-39 N/A (EGR-V POSITION SIG.)
B-19 NE-SLD CRANK POSITION GND B-40 N/A (EGR-W POSITION SIG.)
B-20 SCVLO SCV LOW SIDE B-41 THF1 FUEL TEMP
B-21 SCVLO SCV LOW SIDE B-42 N/A (FUEL TEMP. #2)
-42-
Page 45
No. Terminal Name Content No. Terminal Name Content
B-43 TWV-D INJECTOR D(CYL2) B-51 G-VB CAM ANGLE VB
B-44 — — B-52 N/A (LOW OIL LEVEL SW)
B-45 TWV-B INJECTOR B(CYL3) B-53 EGR-POS
B-46 PB-VCC BOOST PRESSURE VCC B-54 — —
B-47 PFUEL-VCC RAIL PRESSURE VCC B-55 — —
B-48 POIL-VCC OIL PRESSURE VCC B-56 TWV-C INJECTOR C(CYL4)
B-49 EGR-VCC EGR POSITION VCC B-57 — —
B-50 INT-VCC INTAKE POSITION VCC B-58 TWV-A INJECTOR A(CYL1)
< NOTE >
• N/A: Component is not mounted (circuit pattern only). Note that the VCC and GND and pin No. A-78 for sensors are
connected inside ECU.
EGR-POSITION SIG. (DC MOTOR)
-43-
Page 46
c. 6HK1 ECU Connector Terminal Layout
ECU CONNECTOR PIN ASSIGNMENT : 154PIN
㪘㪄㪎㪊 㪘㪄㪎㪏
㪞㪣㩷
㪧㪫㪦㪜㪥㩷
㪪㪫㪘㪜㪥㩷
㪄㪩㪜㪣
㪙㪘㪫㪫
㪧㪄㪞㪥㪛
㪜㪯㪙㩷
㪄㪩㪜㪣
㪄㪩㪜㪣
㪤㪄㪩㪜㪣㪤㪄㪩㪜㪣
㪫㪘㪚㪟㪦㪧㪄㪞㪥㪛
㪞㪥㪛
㪞㪥㪛
㩿㪂㪙㪀
㪄㪩㪜㪣
㪂㪙
㪂㪙
㪘㪄㪋㪐
㪘㪄㪉㪌
㪧㪄㪞㪥㪛
㪚㪘㪪㪜㩷
㪧㪄㪞㪥㪛
㪄㪞㪥㪛
㪘㪄㪈 㪘㪄㪍
㪝㩷㪠㩷㪛㪣㩷㪄㪣㪭㪪㩷
㪤㩷㪠㩷㪣㪞㪣㪄㪣
㪘㪧㪪㪈㩷
㪘㪧㪪㪉㩷
㪘㪧㪪㪊㩷
㪄㪭㪚㪚
㪄㪭㪚㪚
㪄㪭㪚㪚
㪘㪄㪌㪋
㪘㪄㪊㪇
㪘㪧㪪㪈 㪘㪧㪪㪉 㪘㪧㪪㪊
㪘㪧㪪㪉㩷
㪘㪧㪪㪈㩷
㪄㪞㪥㪛
㪄㪞㪥㪛
㪦㪬㪫㪈
㪘㪧㪪㪊㩷
㪄㪞㪥㪛
㪭㪪㩷
㪦㪬㪫㪉
㪧㪘㪚㪣㩷
㪄㪭㪚㪚
㪧㪘㪚㪣
㪧㪘㪚㪣㩷
㪄㪞㪥㪛
㪚㪩㪪㪜㪫㩷㪄㪣㪠㪞㪙㪚㩷
㪄㪪㪮
㪙㪢㪈㩷
㪄㪪㪮
㪣㪝㪬㪜㪣㪈 㪣㪝㪬㪜㪣㪉 㪭㪪㪪㪂 㪭㪪㪪㪄
㪚㪦㪤㩷
㪭㪪㪪㩷
㪄㪞㪥㪛
㪄㪪㪣㪛
㪘㪄㪐㪍
㪧㪫㪦㪛㪠㪪㩷
㪄㪪㪮
㪣㪚㪣㩷
㪄㪪㪮
㪚㪩㪤㩷
㪄㪪㪮
㪧㪫㪦㪝㪙㩷
㪄㪪㪮
㪩㪜㪭㩷
㪄㪪㪮
㪚㪩㪩㩷
㪄㪪㪮
㪠㪞㪠㪄㪪㪮㪠㪞㪦㪄㪪㪮
㪪㪫㪘㩷
㪄㪪㪮
㪮㩷㪠㩷㪝㩷
㪄㪪㪮
㪘㪄㪎㪉
㪘㪄㪋㪏
㪚㪩㪪㩷
㪄㪪㪮
㪘㪄㪉㪋
㪩㪪㪜㪫㩷
㪩㪩㪜㪪㩷
㪪㪪㪧㪙
㪄㪪㪮
㪛㪠㪘㪞㩷
㪚㪣㪜㪘㪩㩷
㪄㪪㪮
㪄㪪㪮
㪜㪯㪙㩷
㪄㪪㪮
㪉㪪㪘㪯㪣㪜㩷
㪄㪪㪮
㪧㪫㪦㪜㪥
㪄㪪㪮
㪄㪪㪮
㪝㪬㪜㪣
㪩㪜㪝
㪄㪪㪮
㪄㪪㪮
㪋㪮㪛㩷
㪘㪚㩷
㪄㪪㪮
㪄㪪㪮
㪚㪣㪘㩷
㪚㪣㪘㩷
㪪㪪㪉
㪪㪪㪉
㪚㪚㪛㪠㪪㩷
㪪㪪㪧㪘
㪄㪪㪮
㪄㪪㪮
㪪㪟㪬㪫㩷
㪙㪢㪉㩷
㪚㪣㩷
㪛㪦㪮㪥㩷
㪄㪪㪮
㪄㪪㪮
㪄㪪㪮
㪘㪚㪞㪄㪝
㪚㪘㪥㪈㩷
㪚㪘㪥㪈㪟 㪚㪘㪥㪈㪣
㪄㪪㪣㪛
㪙㪄㪌
㪚㪦㪤㪤㪦㪥㪈 㪚㪦㪤㪤㪦㪥㪉
㪙㪄㪋
㪙㪄㪊
㪚㪦㪤㪤㪦㪥㪈
㪚㪦㪤㪤㪦㪥㪉
㪙㪄㪉
㪙㪄㪈
㪘㪭㪥㪫
㪧㪙㩷
㪧㪝㪬㪜㪣㩷
㪧㪦㩷㪠㩷㪣㩷
㪄㪭㪚㪚
㪄㪭㪚㪚
㪄㪭㪚㪚
㪪㪚㪭㪟㪠 㪫㪟㪮 㪫㪟㪦 㪫㪟㪘
㪪㪚㪭㪟㪠
㪙㪄㪊㪊
㪙㪄㪉㪇
㪪㪚㪭㪣㪦 㪧㪙㪦㪦㪪㪫 㪧㪝㪬㪜㪣
㪪㪚㪭㪣㪦
㪜㪙㪤㩷㪄㪭㪜㪙㪤㩷㪄㪬㪜㪙㪤㩷
㪄㪮
㪙㪄㪎
㪜㪞㪩㩷
㪄㪭㪚㪚
㪠㩷㪥㪫㩷
㪄㪭㪚㪚㪞㩷㪄㪭㪙
㪜㪞㪩㩷
㪄㪬㪧㪦㪪
㪧㪙㩷
㪄㪞㪥㪛
㪣㪦㪣㩷
㪄㪪㪮
㪜㪞㪩㩷
㪄㪭㪧㪦㪪
㪧㪝㪬㪜㪣
㪧㪝㪬㪜㪣㩷
㪄㪞㪥㪛
㪜㪞㪩㩷
㪄㪮㪧㪦㪪
㪧㪦㩷㪠㩷㪣㩷
㪫㪟㪝㪈 㪫㪟㪝㪉 㪫㪮㪭㪄㪛 㪫㪮㪭㪄㪝
㪧㪦㩷㪠㩷㪣㩷
㪤㪘㪝㩷
㪄㪞㪥㪛
㪄㪞㪥㪛
㪭㪥㪫㪧㪦㪪㩷
㪄㪪㪠㪞
㪭㪥㪫㪧㪦㪪㩷
㪄㪞㪥㪛
㪜㪞㪩㩷
㪄㪞㪥㪛
㪙㪄㪌㪏
㪫㪮㪭㪄㪜
㪫㪮㪭㪄㪘㪫㪮㪭㪄㪦
㪫㪮㪭㪄㪙
㪙㪄㪋㪌
㪙㪄㪊㪉
㪞㪥㪜㪂㪥㪜㪄㪤㪘㪝
㪞㩷
㪥㪜㩷
㪄㪪㪣㪛
㪄㪪㪣㪛
㪙㪄㪈㪐㩷
㪙㪄㪍 㪙㪄㪋㪍
Q000543E
d. 6HK1 Terminal Connections
No. Terminal Name Content No. Terminal Name Content
A-1 CASE-GND CASE GND A-32 APS2 ACCEL POSITION 2 SIG
A-2 P-GND POWER GND A-33 APS3 ACCEL POSITION 3 SIG
A-3 P-GND POWER GND A-34 PACL PTO ACCEL SIG
A-4 GND ECU SENSOR GND A-35 — —
A-5 GND ECU SENSOR GND A-36 — —
A-6 N/A (Q CONTROL RESISTOR 3) A-37 LFUEL1 FUEL LEVEL 1 SIG
A-7 APS1-GND V5RTN1 A-38 LFUEL2 FUEL LEVEL 2 SIG (ATM TEMP)
A-8 APS2-GND V5RTN2 A-39 VSS+ VEHICLE SPEED SENSOR+
A-9 APS3-GND V5RTN3 A-40 VSS- VEHICLE SPEED SENSOR-
A-10 PACL-GND PTO ACCEL GND A-41 ACG-F ACG-F PULSE INPUT
A-11 — — A-42 — —
A-12 COM-GND COMMON SENSOR GND A-43 2SAXLE-SW 2SPEED AXLE SW
A-13 — — A-44 4WD-SW
FOUR WHEEL DRIVE HIGH/LOW SW
A-14 VSS-SLD VSS GND A-45 AC-SW A/C CLUTCH REQUEST SW
A-15 — — A-46 CRM-SW CRUISE ENABLE (ON/OFF) SW
A-16 CAN1-SLD CAN1 SHIELD GND A-47 CRR-SW CRUISE RESUME/ACCEL SW
A-17 CAN1H CAN1 HIGH A-48 CRS-SW CRUISE SET/COAST SW
A-18 CAN1L CAN1 LOW A-49 +B POWER
A-19 N/A (ISO14230) A-50 +B POWER
A-20 CLASS2 J1850 A-51 BATT BATTERY
A-21 CLASS2 J1850 A-52 M-REL POWER MAINTAIN RELAY
A-22 IG0-SW IGNITION 0 (KEY-SW) A-53 M-REL POWER MAINTAIN RELAY
A-23 IG1-SW IGNITION 1 A-54 APS1-VCC VBREF1
A-24 — — A-55 APS2-VCC VBREF2
A-25 — — A-56 APS3-VCC VBREF3
A-26 P-GND POWER GND A-57 — —
A-27 P-GND POWER GND A-58 PACL-VCC PTO ACCEL VCC
A-28 TACHO TACHO A-59 — —
A-29 N/A (Q CONTROL RESISTOR 1) A-60 — —
A-30 N/A (Q CONTROL RESISTOR 2) A-61 ACGL-SW ACG-L INPUT
A-31 APS1 ACCEL POSITION 1 SIG A-62 BK1-SW BRAKE 1 SW
-44-
Page 47
No. Terminal Name Content No. Terminal Name Content
A-63 BK2-SW BRAKE 2 SW A-80 MIL SERVICE ENGINE SOON LAMP
A-64 CL-SW CLUTCH SW A-81 VSOUT1 4KPPM
A-65 N-SW NEUTRAL SW A-82 VSOUT2 4KPPM (128KPPM)
A-66
DIAG CLEAR-SW
A-67 EXB-SW EXHAUST BRAKE SW A-84 ACCL-REL A/C CLUTCH RELAY
A-68 FIDL-SW FAST IDLE SW A-85 — —
A-69 FAXLE-SW FRONT AXLE SW A-86 IGBC-SW IGNORE BRAKE/CLUTCH SW
A-70 LCL-SW LOW COOLANT LEVEL SW A-87 N/A (TORQUE LIMIT SW)
A-71 REV-SW REVERSE SW A-88 CCDIS-SW CAB CONTROL DISABLE SW
A-72 WIF-SW WATER IN FUEL SW A-89 SSPA-SW SET SPEED A SW
A-73 (+B) *1 (POWER) A-90 SSPB-SW SET SPEED B SW
A-74 GL-REL GLOW PLUG RELAY A-91 RSET-SW REMOTE SET SW
A-75 PTOEN-REL PTO ENGAGE RELAY A-92 RRES-SW REMOTE RESUME SW
A-76 STAEN-REL STARTER ENABLE RELAY A-93 PTOEN-SW PTO ENGAGE SW
A-77 EXB-REL EXHAUST BRAKE RELAY A-94 PTODIS-SW PTO DISABLE SW
A-78 FIDL-L FAST IDLE ENGAGE LAMP A-95 PTOFB-SW PTO FEEDBACK SW
A-79 GL-L GLOW LAMP A-96 STA-SW CRANKING REQUEST SW
DIAG CLEAR SW A-83 — —
No. Terminal Name Content No. Terminal Name Content
B-1 AVNT AVNT DRIVE B-23 N/A (INCA-BAT)
B-2 — — B-24 PBOOST BOOST PRESSURE SIG.
B-3 COMMON1 INJECTOR POWER1 B-25 PFUEL RAIL PRESSURE SIG.
B-4 COMMON2 INJECTOR POWER2 B-26 PFUEL RAIL PRESSURE SIG.
B-5 COMMON1 INJECTOR POWER1 B-27 POIL OIL PRESSURE SIG.
B-6 COMMON2 INJECTOR POWER2 B-28 MAF MAF SIGNAL
B-7 EBM-U EGR BRUSHLESS MOTOR U B-29 VNTPOS-SIG VNT POSITION SIG.
B-8 EBM-V EGR BRUSHLESS MOTOR V B-30 G CAM ANGLE
B-9 EBM-W EGR BRUSHLESS MOTOR W B-31 NE+ CRANK POSITION+
B-10 — — B-32 NE- CRANK POSITION-
B-11 N/A (INCA-GND) B-33 SCVHI SCV HIGH SIDE
B-12 PB-GND BOOST PRESSURE GND B-34 SCVHI SCV HIGH SIDE
B-13 PFUEL-GND RAIL PRESSURE GND B-35 THW COOLANT TEMP.
B-14 POIL-GND OIL PRESSURE GND B-36 THO ENGINE OIL TEMP.
B-15 MAF-GND MAF GND B-37 THA INTAKE AIR TEMP.
B-16 VNTPOS-GND VNT POSITION GND B-38 EGR-UPOS EGR-U POSITION SIG.
B-17 EGR-GND EGR POSITION GND B-39 EGR-VPOS EGR-V POSITION SIG.
B-18 G-SLD CAM ANGLE SHIELD GND B-40 EGR-WPOS EGR-W POSITION SIG.
B-19 NE-SLD CRANK POSITION SHIELD GND B-41 THF1 FUEL TEMP
B-20 SCVLO SCV LOW SIDE B-42 THF2 *2 FUEL TEMP. #2
B-21 SCVLO SCV LOW SIDE B-43 TWV-D INJECTOR D
B-22 — — B-44 TWV-F INJECTOR F
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No. Terminal Name Content No. Terminal Name Content
B-45 TWV-B INJECTOR B B-52 LOL-SW LOW OIL LEVEL SW
B-46 PB-VCC BOOST PRESSURE VCC B-53 — —
B-47 PFUEL-VCC RAIL PRESSURE VCC B-54 — —
B-48 POIL-VCC OIL PRESSURE VCC B-55 — —
B-49 EGR-VCC EGR POSITION VCC B-56 TWV-C INJECTOR C
B-50 VNTPOS-VCC VNT POSITION VCC B-57 TWV-E INJECTOR E
B-51 G-VB CAM ANGLE VB B-58 TWV-A INJECTOR A
< NOTE >
• *1: In case of connecting to outside wiring, note that this terminal is connected to +B inside ECU.
• *2: This terminal is unused.
• N/A: Component is not mounted (circuit pattern only).
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