ISUZU 4HK-1 Service Manual
FOR SERVICE TRAINING
-Engine Mechanical Features-
4HK1-TC ENGINE
-Engine Control System & Diagnosis-
Applicable Model
Model Year Vehicle Model Main Market
2005 NPR & NQR
General Export (Euro 3 Regulation)
Europe, Australia, Thailand, South Afric a & etc .
ISUZU MOTORS LIMITED
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N*R 4HK1-TC Engine-1
INTRODUCTION & ENGINE MECHANICAL FEATURES
The 2005 model year NPR/NQR truck, the 4HK1-TC
inline 4 cylinder engine replaces the 4HE1-TC engine
for advanced exhaust emission c ount ries. The 4HK 1-TC
engine has been newly developed on the basis o
previous 4HE1-TC engine, with additional features
including the employment of four valve mechanism pe
a cylinder that are operated via a single camshaft,
common rail fuel injection system, water-cooled exhaus t
gas re-circulation (EGR) system, and the change o
combustion chamber form. The larger engine
displacement and the common rail fuel injection system
have resulted in an increase both in maximum output
and torque, and met Euro 3 emission regulation
standard. Most conspicuous items are listed below.
Multi fuel injection type high-pressure common rail
system and is made with Denso.
Single overhead camshaft (OHC) w ith 4 valves per a
cylinder.
Electrical control EGR valve, water-cooled EGR
cooler.
Turbocharger with intercooler.
Engine Type Maximum Output Maximum Toruque
4HK1-TCS 129kw (175ps)/2600RPM 500Nm (51kgm)/1500-2000RPM
4HK1-TCN 110kw (150ps)/2600RPM 404Nm (41kgm)/1500-2600RPM
The base transmission is MYY for 4HK1-TCN low
output engine, MZZ for 4HK1-TCS high output engine.
The Smoother system is available for only MY
transmission.
N*R 4HK1-TC Engine-2
Part Status Description or Reason in Comparison with 4HE1-TC Engine
Cylinder Block Change Bore size is upped (110mm to 115mm / 4.33in to 4.53in)
Crankshaft Carry-over Cylinder Head Change Four valve type with camshaft position sensor hole
Cylinder Head Gasket Change Cylinder head is changed
Camshaft Change Four valve type is employed
Camshaft Gear Change Scissors gear type is employed
Inlet Valve Change Four valve type is employed
Exhaust Valve Change Four valve type is employed
Valve Spring Change Four valve type is employed
Rocker Arm Cha nge Four valve type is employed
Cylinder Head Cover Change Four valve type is employed
Timing Gear T rain Change Fuel system is changed
Flywheel Change Crankshaft position sensor is ring added
Flex Plate Carry-over -
Flywheel Housing Change
Engine Hanger Change Cylinder head and EGR layout is changed
Piston Change Bore size is upped
Piston Ring Change Bore size is upped
Connecting Rod Carry-over Oil Pan Change Oil level switch is added
Oil Pump Carry-over Oil Cooler Change Engine size is changed
Front Cover Carry-over Water Pump Carry-over -
Cooling Fan
EGR Cooler New Newly adopted
EGR Pipe Change EGR layout is changed
EGR Valve Change Electrical control type
PCV System Carry-over Fuel Pump Change Common rail system is employed (supply pump)
Injection Nozzle Change Common rail system is employed
Injection Pipe Change Common rail system is employed
Fuel Pipe Change Common rail system is employed
Intake Duct Change Layout is changed & boost pressure sensor are added
Intake Manifold Change Layout is changed
Intercooler Change Size is upped
Exhaust Manifold Carry-over Turbocharger Change Wastegate valve actuator setting is changed
ACG Change
Starter Carry-over Engine Harness Change Common rail system is employed
Change (4HK1-TCS)
Carry-over (4HK1-TCN)
Major mechanical changed items are listed below.
Common rail system is employed & crankshaft position sensor
hole
4HK1-TCS: Size is changed to improve performance
N*R 4HK1-TC Engine-3
ENGINE MAIN DATA & SPECIFICATIONS
Engine Model 4HE1-TC 4HK1-TC
Engine Type Diesel, Four Cycle
Cylinder Layout - Number of Cylinders Inline-Four Cylinders
Fuel Injection Order 1-3-4-2
Bore x Stroke (mm/in) 110.0 x 125.0 / 4.33 x 4.92 115.0 x 125.0 / 4.53 x 4.92
Total Displacement (cc) 4751 5193
Compression Ratio 18.0 18.5
Compression Pressure at 200 rpm (MPa / psi) 3.0 / 441 3.3 / 478
Combustion Camber Type Direct Injection
Cylinder Liner Dry Type
Idle Speed (rpm) 800±25 650±25
Fuel System Mechanical Type Governor Common Rail System
Injection Pump Type BOSCH In-line Type (MITICS) DENSO (HP3) Supply Pump
Injection Nozzle Type Hole Nozzle (Mechanical Type)
Number of Injection Hole 6 7
Electrical Controlled Injector
(G2)
Diameter of Injection Hole (mm) 0.21 0.16
Injection Nozzle Operating Pressure (MPa) 17.65 Electrically Controlled
Fuel Filter Type Cartridge Paper Element & Water Separator
Valve System
Valve Layout Overhead Valve
Drive Type Gear Drive
Intake Valve Open At BTDC (deg) 14.0 19.0
Intake Valve Close At ABDC (deg) 51.0 53.0
Exhaust Valve Open At BBDC (deg) 49.0 48.0
Exhaust Valve Close At ATDC (deg) 16.0 14.0
Intake Valve Clearance At Cold (mm) 0.4
Exhaust Valve Clearance At Cold (mm) 0.4
Cooling System
Cooling Method Water Cooled
Water Capacity (litter/gal) 14 (3.7)
Water Pump Type Centrifugal Impeller Type
Thermostat Type Wax Pellet
Thermostat Opening Temperature (deg. C / deg. F) 82 & 85 / 180 & 185
Lubricating System
Lubricating Method Full Flow Pressure Circulation
Oil Pump Type Gear
Oil Capacity (litter/gal) 13 (3.4)
Oil Filter Type Cartridge Paper Element
Air Cleaner Type Dry Paper Element
N*R 4HK1-TC Engine-4
EGR System
PCV System Open Type
Preheating System Glow Plug
Starting System
Starter Motor Output (V-kW) 24 - 3.0
Charge System
Alternator Output (V-A) 24 – 50, 60 or 80
Regulator Type IC
Battery Size 115E41R x 2
W/O Cooler & Vacuum Control
EGR Valve
W/Cooler & Electrical Control
EGR Valve
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N*R 4HK1-TC Engine-5
GEAR TRAIN
Valve Train
To rotate the fuel supply pump wit h engine speed, idle
gear has changed with three steps. The crankshaft
gear (42 teeth) correspon ds with the large diameter o
idle gear A (72 teeth). The fuel s upply pump gear (35
teeth) corresponds with the middle diameter of idle
gear A (60 teeth). The idle gear B (61 teeth)
corresponds with the small diamet er of idle gear A (30
teeth).
1. Camshaft Gear (Z=35)
2. Idle Gear C (Z=41)
3. Idle Gear B (Z=61)
4. Idle Gear A (Large) (Z=72)
5. Idle Gear A (Middle) (Z=60)
6. Idle Gear A (Small) (Z=30)
7. Fuel Supply Pump Gear (Z=35)
8. Crankshaft Gear (Z=42)
To improve exhaust emission and engine output
performance, four valve mechanism is newly adopted
for 4HK1-TC engine. Note that the adjustm ent method
of valve clearance has been changed from 4HK1-TC
engine as following steps.
1. Rotate the crankshaft to make the No.1 cylinder meet
the compression top dead center (TDC). There are 2
marks stamped on the crank pulley. The mark (1) is
used to bring the engine No.1 or No. 4 cylinder to TDC .
The mark (2) is irrelevant. Do not use the mark (2).
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Cylinder No.1234
Valve INEXINEXINEXINEX
No.1 Cylinder
Compression
TDC
No.4 Cylinder
Compression
TDC
OOO O
XX XX
N*R 4HK1-TC Engine-6
2. Loosen fully each adjusting screw (8) & (2) of the bridge
and the rocker arm.
3. Insert a 0.4mm (0.016in) thickness gauge between the
tip of the rocker arm and bridge cap (5), and adjust the
clearance with the adjusting screw (3) on the rocke
arm, and then fix it with a lock nut (4).
4. With a thickness gauge kept inserted, check that the
adjusting screw (6) contacts the valve shaft end and the
movement of the thickness gauge has become tight
when the adjusting screw (6) on the bridge is tightened
lightly.
5. Check the valve shaft end on the opposite side floats o
it contacts obliquely. In case of a floating or oblique
contact, loosen a little the adjusting screw (6) on the
bridge side and adjust so that the valve shaft ends on
both sides get in contact properly. Bridge (8) & valve
shaft end clearance less than 0.1 mm (0.004in).
6. After the adjustment so that the end of the valves on
both sides touch properly, tighten up the lock nut (7) on
the bridge (8).
Note that unless the bridge is kept hor izontal, t he bridge
is pressed obliquely, thus cau sing the bridge a nd bridge
guide to be seized or damaged. Therefore, exact
adjustment is required.
Valve clearance: 0.4mm (0.016in) intake & exhaust
side at cold
Adjusting screw lock nut tightening torque: 22Nm
(16lb ft)
At the No.1 cylinder compression top dead center, the
valves with “O” mark in the following table, or at the
No.4 cylinder compression top dead center, the valve
with “X“ mark can be adjusted.
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Fuel Supply Pump Installation
N*R 4HK1-TC Engine-7
1. Apply white paint to the top of the fuel supply pump gear
tooth directly above the stamped “O” mark.
2. Rotate the crankshaft to the compression top dead
center (TDC). There are 2 marks stamped on th e crank
pulley. The mark (1) is used to b ring th e engin e No.1 o
No. 4 cylinder to TDC. The mark (2) is irrelevant. Do not
use the mark (2).
3. Install the O-ring to the fuel supply pump.
4. Align a slit of the fuel supply pump bracket with a white
paint on the gear and install the fuel supply pump in the
gear case using the stud bolts as a guide.
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CYLINDER HEAD COVER & HEAD COVER
CASE
N*R 4HK1-TC Engine-8
5. Check through the hole (1) that a white paint (2) on the
gear is in the position shown on the left.
Fixing nut tightening torque: 50Nm (37lb ft)
Fixing bolt tightening torque: 76Nm (56lb ft)
long with the employment of a common rail type f uel
injection system, the head cover is split and housed in a
newly introduced head cover case attached with an
intermediate connector for th e injector. The head cove
case is so designed that it is secured indi vidually to the
cylinder head with four bolts, and further it is tightened
together with the head cover with nine bolts.
Accordingly, the head cover is removable individually
regardless of the injector harness, thus enabling easy
inspection and service including the valve clearance
adjustment.
1. Gasket
2. Oil Filler Cap
3. Head Cover Bolt
4. Head Cover
5. Gasket
6. Head Cover Case
7. Intermediate Harness Connector
8. Cylinder Head Cover Case Bolt
9. Cylinder Head
10. Gasket
11. Connector Fixing Bolt
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ENGINE CONTROL MODULE (ECM)
N*R 4HK1-TC Engine-9
The engine control module (ECM) is located at inside o
engine-side cover on the left via mounting bracket and
is beside the engine. The ECM is made by Transtron.
The ECM mainly controls the following.
Fuel injection control
Fuel timing control
Exhaust gas recirculation (EGR) system control
Preheating system control
Exhaust brake control
Power take off (PTO) control
On-board diagnostics for engine control
The ECM constantly observes the information from
various sensors. The ECM controls the systems that
affect vehicle performance. The ECM performs the
diagnostic function of the system. The ECM can
recognize operational problems, alert the driver through
the malfunction indicator lamp (MIL), and store
diagnostic trouble code (DTC). DTC identify the syst em
faults to aid the technician in making repair.
This diagnostic applies to internal microprocesso
integrity conditions within the ECM. The electronically
erasable programmable read only memory (EEPROM)
memorize learning data and injector ID code data fo
engine control and communication with other control
module.
Symbol “!” warns you of an electric shock haza rd. To avoid
shock and possible serious injury, DO NOT touch the
terminals. When disconnecting the harness connector,
always turn OFF the ignition switch or disconnect the
battery cable.
Parts number of each ECM mainly differs with following
contents.
Engine specification (output or torque)
Transmission specification (MYY, MZZ or Smoother)
Speed limiter application
Notice!
If the ECM is to be replaced the fuel injector ID
Code Data (24, 0-9 or A-F characters for each fuel
injector) MUST be programmed into the new ECM.
Notice!
This ECM does not have ability of re-flash function
by Service Programming System (SPS) via Tech 2
scan tool.
N*R 4HK1-TC Engine-10
ECM Connector Pin Assignment
N*R 4HK1-TC Engine-11
Pin No. Pin Function
1 ECM Power Ground 28 Not Used 55 Not Used
2 Main Relay Voltage 29 Not Used 56 Not Used
3 ECM Power Ground 30 Not Used 57 Not Used
4 ECM Power Ground 31 Not Used 58 Not Used
5 Main Relay Voltage 32 Not Used 59 Not Used
Malfunction Indicator Lamp (MIL)
6
Control
7 Exhaust Brake Lamp Control 34 A/C Switch Input Signal 61
Engine Speed Signal Output to
8
IPC
9 Not Used 36 Not Used 63 APP Sensor 1 Input Signal
10 Glow Plug Relay Control 37 CAN Low Signal 64 APP Sensor 2 Input Signal
11 Glow Indicator Lamp Control 38 Keyword 2000 Serial Data 65 Not Used
12 Not Used 39 APP Sensor 2 Shield 66 Idle Up Sensor Input Signal
13 Not Used 40 Main Relay Power Supply 67 Not Used
14 Starter Cut Relay Control 41
15 Exhaust Brake Solenoid Control 42
16 Not Used 43 ECM Signal Ground 70
17 Not Used 44
18 CAN High Signal 45
19 VSS Input Signal 46 Start Position Input Signal 73 Not Used
20 APP Sensor 1 Shield 47
21 Main Relay Power Supply 48 Park Brake Switch Input Signal 75 Not Used
22 Not Used 49 Not Used 76 Not Used
23 Not Used 50 Neutral Switch Input Signal 77 Not Used
24 Ignition ON Switch Input Signal 51
25 Not Used 52 Diag Switch 79 Not Used
26 Not Used 53 Not Used 80 Not Used
Pin
No.
33 Refrigerator Switch Input Signal 60
35 Not Used 62 ECM Signal Ground
APP Sensor 1, Idle Up Sensor,
Remote PTO Accelerator
Sensor Low Reference
APP Sensor 1, Idle Up Sensor,
Remote PTO Accelerator
Sensor 5V Reference
PTO Operation Switch Input
Signal
Exhaust Brake Switch Input
Signal
Clutch Switch Input Signal (M/T
Only)
Engine Warm Up Switch Input
Signal
Pin Function
Pin
No.
APP Sensor 2, BARO Sensor, IAT
Sensor Low Reference
APP Sensor 2, BARO Sensor, IAT
Sensor 5V Reference
68 Not Used
69 Not Used
Remote PTO Accelerator Sensor
Input Signal
71 BARO Sensor Input Signal
72 IAT Sensor Input Signal
74 Not Used
78 Not Used
Pin Function
27 Not Used 54 Not Used 81 ECM Case Ground
N*R 4HK1-TC Engine-12
Pin No. Pin Function
82 FRP Sensor Input Signal 96 Not Used 110 Not Used
83 FT Sensor Input Signal 97 SCV Low Control 111 EGR Valve DC Motor Control
84 ECT Sensor Input Signal 98 CMP Sensor 12V Reference 112 Not Used
85 Not Used 99 CMP Sensor Input Signal 113 SCV High Control
EGR Valve Position Sensor Input
86
Signal
FRP Sensor, EGR Valve Position
87
Sensor Input Signal
88 Not Used 102
89 SCV Low Control 103
90 FRP Sensor Input Signal 104 Not Used 118 Cylinder #2 Injector Control
Boost Pressure Sensor Input
91
Signal
92 Not Used 106 CKP Sensor Low Signal Input 120 Cylinder #3 Injector Control
93 Not Used 107 CKP Sensor High Signal Input 121
94 Not Used 108
Boost Pressure Sensor 5V
95
Reference
Pin
No.
100
101
105 SCV High Control 119 Cylinder #1 Injector Control
109
FRP Sensor, CMP Sensor
Shield
FRP Sensor, EGR Valve
Position Sensor Low Reference
Intake Throttle Solenoid Valve
Control
EGR Valve DC Motor Power
Supply
Boost Pressure Sensor, CKP
Sensor Shield
Boost Pressure Sensor, ECT
Sensor, FT Sensor Low
Reference
Pin Function
Pin
No.
114 Not Used
115 Not Used
Cylinder #2, #3 Injector Power
116
Supply
117 Cylinder #4 Injector Control
Cylinder #1, #4 Injector Power
Supply
Pin Function
A
ECM Inputs & Outputs
Sensor Input
Crankshaft position (CKP) sensor
•
• Camshaft position (CMP) sensor
Intake air temperature (IAT) sensor
•
• Engine coolant temperature (ECT) sensor
Fuel temperature (FT) sensor
•
• Fuel rail pressure (FRP) sensor
Barometric pressure (BARO) sensor
•
• Boost pressure sensor
Accelerator pedal position (APP) sensor
•
• Vehicle speed sensor (VSS)
EGR valve position sensor
•
• Idle up control sensor
Remote PTO accelerator sensor
•
Switch Input
• Ignition switch (ON/start position)
Clutch switch (M/T)
•
• Park brake switch
Park/Neutral switch
•
• Exhaust brake switch
Engine warm up switch
•
• A/C switch
PTO switch
•
• Refrigerator switch
Diag request switch
•
EC
M
N*R 4HK1-TC Engine-13
Fuel Injection Control Output
• Suction control valve (SCV)
Fuel injector #1
•
• Fuel injector #2
Fuel injector #3
•
• Fuel injector #4
ctuator Control Output
• Intake throttle solenoid valve
Exhaust brake solenoid valve
•
• EGR valve motor
Relay & Lamp Control Output
Glow relay
•
• Starter cut relay
Malfunction indicator lamp (MIL)
•
• Glow indicator lamp
Exhaust brake indicator lamp
•
Communication
Tech 2 (Keyword 2000)
•
• Controller area network (CAN)
N*R 4HK1-TC Engine-14
The ECM monitors the battery voltage through the ECM
main relay load supply voltage terminals “2” and “5”,
and the ignition voltage on the ignition voltage feed
terminal “24” to make sure that t he voltage stays within
the proper range. When the char ging system detects a
malfunction, the charge indicator will light.
Related DTC
DTC
DTC Name On Scan
P1625 ECM Main Relay
P1625 ECM Main Relay
Tool
Circuit
Circuit
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
DTC P1603 is not set.
The ignition switch is ON.
The ignition switch ON time is
longer than 3 seconds.
The ignition switch is OFF.
The ECM detects that a low
voltage condition on the ECM
main relay voltage feed circuit for
longer than 3 seconds when the
ECM main relay is commanded
ON.
The ECM detects that a high
voltage condition on the ECM
main relay voltage feed circuit for
longer than 5 seconds when the
ECM main relay is commanded
OFF.
ECM main relay coil side power supply circuit is
open circuit or high resistance.
ECM main relay voltage feed circuit is open
circuit or high resistance.
Faulty ECM main relay.
ECM main relay coil side power supply circuit is
short to battery voltage circuit.
ECM main relay voltage feed circuit is short to
battery voltage circuit.
Faulty ECM main relay.
N*R 4HK1-TC Engine-15
The engine control module (ECM) provides 5volts
reference voltage through the refer ence circuit 1, 2, 3, 4
and 5 to the following sensors.
5volts reference circuit 1
Accelerator pedal position (APP) sensor 1
Idle up volume sensor
Remote PTO accelerator sensor
5volts reference circuit 2
APP sensor 2
Barometric pressure (BARO) sensor
5volts reference circuit 3 (Not Used)
5volts reference circuit 4
Boost pressure sensor
5volts reference circuit 5
Fuel rail pressure (FRP) sensor
EGR valve position sensor
N*R 4HK1-TC Engine-16
Related DTC
DTC
DTC Name On Scan
P1631 5 Volt Reference
P1632 5 Volt Reference
Tool
Circuit 1
Circuit 2
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
DTC P1630 is not set.
The battery voltage is between 16
– 32 volts.
The ignition switch is ON.
DTC P1630 is not set.
The battery voltage is between 16
– 32 volts.
The ignition switch is ON.
The ECM detects that the 5 volts
reference circuit 1 voltage is less
than 4.5 volts.
OR
The ECM detects that the 5 volts
reference circuit 1 voltage is more
than 5.5 volts.
The ECM detects that the 5 volts
reference circuit 2 voltage is less
than 4.5 volts.
OR
The ECM detects that the 5 volts
reference circuit 2 voltage is more
than 5.5 volts.
APP sensor 1 5V reference circuit is short to
ground, short to any 12V reference circuit, short
to battery or ignition voltage circuit.
Idle up sensor 5V reference circuit is short to
ground, short to any 12V reference circuit, short
to battery or ignition voltage circuit.
PTO accelerator sensor 5V reference circuit is
short to ground, short to any 12V reference
circuit, short to battery or ignition voltage circuit.
Faulty APP sensor 1.
Faulty Idle up sensor.
Faulty PTO accelerator sensor.
Faulty ECM.
Notice: APP sensor 1 is internal to APP sensor
assembly.
APP sensor 2 5V reference circuit is short to
ground, short to any 12V reference circuit, short
to battery or ignition voltage circuit.
BARO sensor 5V reference circuit is short to
ground, short to any 12V reference circuit, short
to battery or ignition voltage circuit.
Faulty APP sensor 2.
Faulty BARO sensor.
Faulty ECM.
Notice: APP sensor 2 is internal to APP sensor
assembly.
N*R 4HK1-TC Engine-17
Related DTC
DTC
DTC Name On Scan
P1633 5 Volt Reference
P1634 5 Volt Reference
Tool
Circuit 3
Circuit 4
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
DTC P1630 is not set.
The battery voltage is between 16
– 32 volts.
The ignition switch is ON.
DTC P1630 is not set.
The battery voltage is between 16
– 32 volts.
The ignition switch is ON.
The ECM detects that the 5 volts
reference circuit 3 voltage is less
than 4.5 volts.
OR
The ECM detects that the 5 volts
reference circuit 3 voltage is more
than 5.5 volts.
The ECM detects that the 5 volts
reference circuit 4 voltage is less
than 4.5 volts.
OR
The ECM detects that the 5 volts
reference circuit 4 voltage is more
than 5.5 volts.
Boost pressure sensor 5V reference circuit is
short to ground, short to any 12V reference
circuit, short to battery or ignition voltage circuit.
Faulty boost pressure sensor.
Faulty ECM.
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N*R 4HK1-TC Engine-18
Related DTC
DTC
DTC Name On Scan
P1635 5 Volt Reference
Tool
Circuit 5
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
DTC P1630 is not set.
The battery voltage is between 16
– 32 volts.
The ignition switch is ON.
The ECM detects that the 5 volts
reference circuit 5 voltage is less
than 4.5 volts.
OR
The ECM detects that the 5 volts
reference circuit 5 voltage is more
than 5.5 volts.
FRP sensor 5V reference circuit is short to
ground, short to any 12V reference circuit, short
to battery or ignition voltage circuit.
EGR valve position sensor 5V reference circuit is
short to ground, short to any 12V reference
circuit, short to battery or ignition voltage circuit.
Faulty FRP sensor.
Faulty EGR valve position sensor.
Faulty ECM.
Notice: EGR valve position sensor is internal to
EGR valve assembly.
N*R 4HK1-TC Engine-19
The engine control module (ECM), the smoother control
module, ABS control module (EHCU) and the DMU,
interchange of data among each contr oller per formed via a
controller area network (CAN) communication bus.
Following signals are communicated via a CAN bus.
• Accelerator pedal position signal
Engine output torque
•
• PTO control signal
Exhaust brake cut signal
•
• Engine speed signal
Injection volume reduction signal
•
The ECM monitors CAN operational status by expecting a
constant flow of messages from each module. If the ECM
fails to receive an expected message from each module,
DTC U2104, U2106 or U2108 will set depending on what
communication is lost.
Related DTC
DTC
DTC Name On Scan
Tool
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
N*R 4HK1-TC Engine-20
U2104 CAN Bus Reset
Counter Overrun
U2106 Lost CAN
Communications With
Transmission Control
System
U2108 Lost Communications
With ABS/TCS Control
System
The ignition switch is ON.
The ignition switch is ON.
The ignition switch is ON.
The ECM detects that the CAN
Bus OFF is detected.
The ECM detects that the CAN
Bus messages from the TCM are
not being received.
The ECM detects that the CAN
Bus messages from the EHCU
(ABS control unit) are not being
received.
CAN high circuit is short to ground, short to
battery or ignition voltage.
CAN low circuit is short to ground, short to
battery or ignition voltage.
Electrical interference.
Faulty ECM.
Faulty TCM.
Faulty EHCU.
CAN high circuit is short to ground, short to
battery or ignition voltage.
CAN low circuit is short to ground, short to
battery or ignition voltage.
Electrical interference.
Faulty ECM.
Faulty TCM.
CAN high circuit is short to ground, short to
battery or ignition voltage.
CAN low circuit is short to ground, short to
battery or ignition voltage.
Electrical interference.
Faulty ECM.
Faulty EHCU.
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ELECTRICAL COMPONENTS
N*R 4HK1-TC Engine-21
INTAKE AIR TEMPERATURE (IAT)
SENSOR
Resistance (Ohms)
-20-100 102030405060708090
IAT Sensor Characteristic -Reference30000
27500
25000
22500
20000
17500
15000
12500
10000
7500
5000
2500
0
Temperature (C)
°C °F Ohms Volts
90 194 240 0.2
80 176 320 0.3
70 158 450 0.4
60 140 660 0.6
50 122 960 0.8
40 104 1440 1.1
30 86 2300 1.6
20 68 3430 2.1
10 50 5410 2.7
03297703.3
-10 14 16410 3.8
-20 -4 28560 4.2
Ohms
Volts
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
The intake air temperature (IAT) sensor is fitted
between the air cleaner and turbocharger. The IAT
sensor is a variable resistor. The IAT se nsor measures
the temperature of the air entering the engine. The
engine control module (ECM) supplies 5 volts to the I AT
sensor signal circuit and a ground for the IAT senso
low reference circuit. When the IAT sensor is cold, the
sensor resistance is high. When the air temperature
increases, the sensor resistance decreases. With high
sensor resistance, the ECM detects a high voltage on
the IAT sensor signal circuit. With lower senso
resistance, the ECM detects a lower volt age on the IAT
sensor signal circuit. The ECM uses to this value to
calculate a fuel injection quantity, injection timing and
EGR control.
The characteristic of the IAT sen sor is displayed in the
graph and table. Calculated intak e air temperature can
be found on the Tech 2 by unit “°C” or “°F”. The output
voltage also can be found on the Tech 2.
Notice!
In data display “°C” or “°F” will be fixed to a default
value when DTC is set relating to the I AT senso
open or short circuit. To diagnose this DTC,
observe the “Volts” in the data display.
Output (Volts)
N*R 4HK1-TC Engine-22
Related DTC
IAT Sensor
Connector Face
DTC Name On Scan
DTC
P0112 Intake Air Temperature
P0113 Intake Air Temperature
Tool
(IAT) Sensor Circuit
Low Voltage
(IAT) Sensor Circuit
High Voltage
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
DTCs P1630 and P1632 are not
set.
The ignition switch is ON.
The ignition voltage is more than 18
volts.
DTCs P1630 and P1632 are not
set.
The ignition switch is ON.
The ignition voltage is more than 18
volts.
The engine run time is longer than
3 minutes.
The ECM detects that the IAT
sensor signal voltage is less than
0.1 volts for 5 seconds.
The ECM detects that the IAT
sensor signal voltage is more than
4.8 volts for 5 seconds.
Sensor signal circuit is short to ground or short to
the low reference circuit.
Faulty IAT sensor.
Faulty ECM.
Sensor signal circuit is open circuit, high
resistance, short to any 5V or 12V reference
circuit, short to battery or ignition voltage circuit.
Sensor low reference circuit is open circuit or
high resistance.
Poor harness connector connection.
Faulty IAT Sensor.
Faulty ECM.
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N*R 4HK1-TC Engine-23
ENGINE COOLTANT TEMPERATURE
(ECT) SENSOR
5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
0
Ohms
Volts
Output (Volts)
ECT Sensor Characteristic -Reference28000
26000
24000
22000
20000
18000
16000
14000
12000
10000
Resistance (Ohms)
8000
6000
4000
2000
0
-30-20-100 10203040506070809010011
Temperature (C)
°C °F Ohms Volts
110 230 160 0.2
100 212 200 0.3
90 194 260 0.4
80 176 350 0.5
70 158 470 0.6
60 140 640 0.8
50 122 880 1.1
40 104 1250 1.5
30 86 1800 1.9
20 68 2650 2.3
10 50 4000 2.8
0 32 6180 3.3
-10 14 9810 3.8
-20 -4 16000 4.2
-30 -22 27000 4.5
The engine coolant temperature (ECT) sensor is
installed to the coolant stream on the thermostat
housing. It is a variable resistor. The ECT senso
measures the temperature of the engine coolant. The
engine control module (ECM) supplies 5 volts to the
ECT sensor signal circuit and a ground for the ECT
sensor low reference circuit. When the ECT sensor is
cold, the sensor resistance is high. When the ai
temperature increases, the sensor resistance
decreases. With high sensor resistance, the ECM
detects a high voltage on the ECT sensor signal circuit .
With lower sensor resistance, the ECM detec ts a lowe
voltage on the ECT sensor signal circuit. The ECM uses
to this value to calculate a fuel injection quantity,
injection timing and EGR control and pr ehe ating control.
1.Engine Coolant Temperature (ECT) Sensor
The characteristic of the ECT sensor is di splayed in the
graph and table. Calculated coolant temper ature can be
found on the Tech 2 by unit “°C” or “°F“. The output
voltage also can be found on the Tech 2.
Notice!
In data display “°C” or “°F” will be fixed to a default
value when DTC is set relating to the ECT sensor.
To diagnose this DTC, observe the “Volts” in the
data display.
N*R 4HK1-TC Engine-24
Related DTC
ECT Sensor
Connector Face
DTC Name On Scan
DTC
P0117 Engine Coolant
P0118 Engine Coolant
Tool
Temperature (ECT)
Sensor Circuit Low
Voltage
Temperature (ECT)
Sensor Circuit High
Voltage
P1173 Engine Overheat
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
DTCs P1630 and P1634 are not
set.
The ignition switch is ON.
The ignition voltage is more than
18 volts.
DTCs P1630 and P1634 are not
set.
The ignition switch is ON.
The ignition voltage is more than
18 volts.
The engine run time is longer than
3 minutes.
DTCs P0117, P0118, P1630 and
P1634 are not set.
The ignition switch is ON.
The ignition voltage is more than
18 volts.
The engine is running.
The ECM detects that the ECT
sensor signal voltage is less than
0.1 volts for 5 seconds.
The ECM detects that the ECT
sensor signal voltage is more than
4.8 volts for 5 seconds.
The ECM detects that the ECT is
more than 110°C (230°F) for 5
seconds.
Sensor signal circuit is short to ground or short to
the low reference circuit.
Faulty ECT sensor.
Faulty ECM.
Sensor signal circuit is open circuit, high
resistance, short to any 5V or 12V reference
circuit, short to battery or ignition voltage circuit.
Sensor low reference circuit is open circuit or
high resistance.
Poor harness connector connection.
Faulty ECT Sensor.
Faulty ECM.
Engine overheat.
Faulty engine cooling system
Faulty ECT sensor.
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N*R 4HK1-TC Engine-25
FUEL TEMPERATURE (FT) SENSOR
FT Sensor Characteristic -Reference26000
24000
22000
20000
18000
16000
14000
12000
10000
8000
Resistance (Ohms)
6000
4000
2000
0
-30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110
°C °F Ohm s V o lts
110 230 140 0.2
100 212 180 0.3
90 194 240 0.4
80 176 310 0.5
70 158 420 0.6
60 140 580 0.9
50 122 810 1.1
40 104 1150 1.5
30 86 1660 1.8
20 68 2450 2.3
10 50 3700 2.8
0 32 5740 3.3
-10 14 9160 3.8
-20 -4 15000 4.2
-30 -22 25400 4.5
Temperature (C)
Ohms
Volts
5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
The fuel temperature (FT) sensor is installed to the
supply pump. It is a variable resistor. The FT senso
measures the temperature of the fuel. The engine
control module (ECM) supplies 5volts to the FT senso
signal circuit and a ground for the FT sensor low
reference circuit. When the FT sensor is cold, the
sensor resistance is high. When the air temperature
increases, the sensor resistance decreases. With high
sensor resistance, the ECM detects a high voltage on
the FT sensor signal circuit. With lower senso
resistance, the ECM det ects a lower voltage on the FT
sensor signal circuit. The ECM uses to this value to
calculate a fuel injection volume, injection timing and
EGR control.
1.
Fuel Temperature (FT) Sensor
2. Suction Control Valve (SCV)
The characteristic of the FT sensor is displayed in the
graph and table. Calculated coolant temper ature can be
found on the Tech 2 by unit “°C” or “°F “. The output
voltage also can be found on the Tech 2.
Notice!
In data display “°C” or “°F” will be fixed to a default
value when DTC is set relating to the FT sensor.
To diagnose this DTC, observe the “Volts” in the
Output (Volts)
data display.
N*R 4HK1-TC Engine-26
Related DTC
FT Sensor
Connector Face
DTC Name On Scan
DTC
P0182 Fuel Temperature
P0183 Fuel Temperature
Tool
Sensor Circuit Low
Voltage
Sensor Circuit High
Voltage
Condition for Running the DTC Condition for Setting the DTC Suspected Cause
DTCs P1630 and P1634 are not
set.
The ignition switch is ON.
The ignition voltage is more than
18 volts.
DTCs P1630 and P1634 are not
set.
The ignition switch is ON.
The ignition voltage is more than
18 volts.
The engine run time is longer than
3 minutes.
The ECM detects that the FT
sensor signal voltage is less than
0.1 volts for 5 seconds.
The ECM detects that the FT
sensor signal voltage is more than
4.8 votls for 5 seconds.
Sensor signal circuit is short to ground or short to
the low reference circuit.
Faulty FT sensor.
Faulty ECM.
Sensor signal circuit is open circuit, high
resistance, short to any 5V or 12V reference
circuit, short to battery or ignition voltage circuit.
Sensor low reference circuit is open circuit or
high resistance.
Poor harness connector connection.
Faulty FT Sensor.
Faulty ECM.
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N*R 4HK1-TC Engine-27
CRANKSHAFT POSITION (CKP) SENSOR
& CAMSHAFT POSITION (CMP) SENSOR
The crankshaft position (CKP) sensor is located on top
of the flywheel housing. There are 56 notches spaced
6deg. apart and a 30deg. section that is uncut. This
uncut portion allows for the detecti on of top dead cente
(TDC). The CKP sensor is a magnet coil type sensor,
which generates an AC signal voltage based on the
crankshaft rotational speed. If th e CKP sensor fails, the
camshaft position (CMP) sensor signals will substitute
for the CKP sensor signal backup.
1. Crankshaft Position (CKP) Sensor
2. Sensor Wheel
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N*R 4HK1-TC Engine-28
The camshaft position (CMP) s ensor is installed on the
cylinder head at the rear of the camshaft. The CMP
sensor detects a total five through holes, four reference
holes arranged equally every 90deg. space and one
reference hole on the camshaft gea r flan ge surf ac e, and
sends signals to the engine control module (ECM).
Receiving these signals, the ECM determines cylinde
#1 compression top dead center (TDC). If the CMP
sensor fails, the crankshaft position (CKP) senso
signals will NOT substitute for the CMP sensor signal
backup. Engine cranks but does not start.
1. Camshaft Gear
2. Gear Rotating Direction
3. Camshaft Position (CMP) Sensor
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6deg.CA
CH1
0V
CH2
0V
No.1 TDC No.3 TDC
30deg.CA
90deg.CA No.1 TDC 30deg.CA
90deg.CA
The relationship of CKP sensor and CMP sensor is
displayed on the above picture. The ECM detects 112
CKP sensor pulses (56 x 2) and 5 CMP se nsor pulses
per 2 crankshaft rotations (720 deg.CA). Both senso
wheels are mechanically bit with each other. Theref ore,
the relationship of each pulse is always constant. The
injection timing suitable for the vehicle conditions is
controlled based on the inputs from respecti ve se nso rs.
N*R 4HK1-TC Engine-29
90deg.CA
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