Isuzu 4HK-1 Engine Service Manual

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Page 1

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

Page 2

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.

Page 3

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

Page 4

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

Page 5

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

Page 6

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).

Page 7

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.

Page 8

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.

Page 9

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

Page 10

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.

Page 11

N*R 4HK1-TC Engine-10

Page 12

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)

Control

7 Exhaust Brake Lamp Control 34 A/C Switch Input Signal 61

Engine Speed Signal Output to

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

Page 13

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

Signal FRP Sensor, EGR Valve Position

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

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

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

Page 14

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

•

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)

Page 15

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

Tool

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.

Page 16

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

Page 17

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.



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.



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.

Page 18

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.



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.



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.

Page 19

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.



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.

Page 20

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.

Page 21

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.

Page 22

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

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

3.5

2.5

1.5

0.5

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)

Page 23

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.

Page 24

N*R 4HK1-TC Engine-23

ENGINE COOLTANT TEMPERATURE (ECT) SENSOR

4.5

3.5

2.5

1.5

0.5

Ohms Volts

Output (Volts)

ECT Sensor Characteristic -Reference28000 26000 24000 22000 20000 18000 16000 14000 12000 10000

Resistance (Ohms)

8000 6000 4000 2000

-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.

Page 25

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.

Page 26

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

-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

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.

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.

Page 27

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.

Page 28

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

Page 29

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

Page 30

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

Page 31

N*R 4HK1-TC Engine-30

CKP Sensor

Connector Face

CMP Sensor

Connector Face

Related DTC

DTC Name On Scan

DTC

Tool

P0219 Engine Overspeed -

P0335 Crankshaft Position

(CKP) Sensor No Pulse

P0336 Crankshaft Position

(CKP) Sensor Extra or Missing

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P0336, P0340, P0341 and

P1345 are not set.



The ignition switch is ON.



The CMP sensor signal pulse is

detected.



DTCs P0335, P0340, P0341 and

P1345 are not set.



The ignition switch is ON.



The CMP sensor signal pulse is

detected.



Engine speed is higher than 4300 RPM for 1 second.



The ECM detects that the CKP sensor pulses are not generated.



The ECM detects extra or missing CKP sensor pulses



Engine over-running.



Faulty CKP sensor.



Faulty ECM.



Electrical interference.



Magnetic interference.



Sensor high circuit is open circuit, short to

ground or short to battery, short to ignition voltage or short to any 5V reference.



Sensor low circuit is open circuit, or short to

battery, short to ignition voltage or short to any 5V reference.



Sensor shield wire open circuit, short to battery,

short to ignition voltage or short to any 5V reference.



Sensor harness connector is poor connection.



Faulty CKP sensor.



Electrical interference.



Magnetic interference.



Faulty ECM.



Sensor installation is poor condition.



Faulty sensor wheel.

Sensor high circuit is intermittently open circuit or

poor connection.

Sensor low circuit is intermittently open circuit or

poor connection. Faulty CKP sensor. Electrical interference.



Magnetic interference.



Sensor installation is poor condition.



Faulty sensor wheel.

Page 32

N*R 4HK1-TC Engine-31

P0340 Camshaft Position

(CMP) Sensor No Pulse

P0341 Camshaft Position

(CMP) Sensor Pulse Faulty or Invalid

P1345 Crankshaft Position &

Camshaft Position Signal Off Phase



DTCs P0335, P0336, P0341 and

P1345 are not set.



The ignition switch is ON.



The CKP sensor signal pulse is

detected.



DTCs P0335, P0336, P0340 and

P1345 are not set.



The ignition switch is ON.



The CKP sensor signal pulse is

detected.



DTCs P0335, P0336, P0340 and

P0341 are not set.



The ignition switch is ON.



The CKP sensor signal pulse is

detected.



The CMP sensor signal pulse is

detected.



The ECM detects that the CMP sensor pulses are not generated.



The ECM detects extra or missing CMP sensor pulses



The ECM detects that the CKP sensor signals and CMP sensor signals are out of synchronization



Sensor 12V reference circuit is open circuit, short

to ground circuit.



Sensor signal circuit is open circuit, short to

battery, short to ignition voltage or short to any

5V reference.



Sensor shield wire open circuit or short to battery

or ignition voltage



Sensor harness connector is poor connection.



Faulty CMP sensor.



Electrical interference.



Magnetic interference.



Faulty ECM.



Sensor installation is poor condition.



Faulty sensor wheel.



Sensor 12V feed circuit is intermittently open

circuit or poor connection.



Sensor signal circuit is intermittently open circuit

or poor connection.



Sensor shield wire is intermittently open circuit or

poor connection.



Faulty CMP sensor.



Electrical interference.



Magnetic interference.



Sensor installation is poor condition.



Faulty sensor wheel.



Incorrect engine mechanical timing.

Page 33

N*R 4HK1-TC Engine-32

VEHICLE SPEED SENSOR (VSS)

The vehicle speed sensor (VSS) is a magnet rotated by the transmission output shaft. The VS sensor uses a hall effect element. It interacts with the magnetic field created by the rotating magnet and outputs square wave pulse signal. The 24 volts operating supply form the “Meter” (15A) fuse. The engine control module (ECM) calculates the vehicle spee d by the V S sensor.

Calculated signal can be found on the Tech 2 as vehicle speed unit “km/h” or “MPH”. The reference waveform of the VS sensor is displayed on the left.

Page 34

N*R 4HK1-TC Engine-33

Related DTC

VS Sensor

Connector Face

DTC Name On Scan

DTC

P0500 Vehicle Speed Sensor

P0501 Vehicle Speed Sensor

Tool

(VSS) Circuit No Pulse

(VSS) Performance

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine speed is more than

2000 RPM.



The commanded fuel supply is

OFF.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the VSS signals are not generated for 5 seconds.



The ECM detects that the VSS signals are changed larger than a predetermined speed.



Sensor +12V circuit is open circuit.



Sensor signal circuit is open circuit, short to

ground or short to battery or ignition voltage.



Sensor low reference circuit is open circuit.



Sensor harness connector is poor connection.



Sensor internal circuit is open circuit or short

circuit.



Electrical interference.



ECM malfunction.



Sensor +12V circuit is open circuit.



Sensor signal circuit is open circuit, short to

ground or short to battery or ignition voltage.



Sensor low reference circuit is open circuit.



Sensor harness connector is poor connection.



Sensor internal circuit is open circuit or short

circuit.



Electrical interference.



ECM malfunction.

Page 35

BAROMETRIC PRESSURE (BARO) SENSOR

The barometric pressure (BARO) sensor is located under the instrument panel cluster near the clutch p edal bracket. But, it is not installed into the manifold. Just placed on via a bracket. The BARO sensor is a transducer that varies voltage according to changes surrounding barometric pressure. The BARO senso provides a signal to the engine control module (ECM) on the BARO sensor signal circuit, which is relative to the pressure changes. The sens or should detect a low signal voltage at low barometric pr essure, such as high altitude area. The ECM should detect high signal voltage at high barometric pressure, s uch as sea level area. The ECM uses this voltage signa l to calibrate the fuel injection volume and injection timing for altitude compensation.

3.0

BARO Sensor Characteristic -Reference-

The characteristic of the BARO sensor is displayed in the graph and table. Calculated barometric pressure can be found on the Tech 2 by unit “kpa”. The output

2.5

voltage also can be found on the Tech 2.

2.0

1.5

1.0

Output (Volts)

0.5

0.0 50 60 70 80 90 100 110

Barometric Pres s u re (k pa )

kpa psi Volts

50 7.3 1.0 60 8.7 1.3 70 10.2 1.6 80 11.6 1.8

90 13.1 2.1 100 14.5 2.3 110 16.0 2.6

N*R 4HK1-TC Engine-34

Notice!

In data display “kpa” will be fixed to the default value when DTC is set relating to the BARO sensor. To diagnose this DTC, observe the “Volts” in the data display.

Page 36

N*R 4HK1-TC Engine-35

Related DTC

BARO Sensor

Connector Face

DTC Name On Scan

DTC

P0107 Barometric Pressure

P0108 Barometric Pressure

Tool

(BARO) Sensor Circuit Low Voltage

(BARO) Sensor Circuit High Voltage

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P1630 and P1635 are not

set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



DTCs P1630 and P1635 are not

set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the BARO sensor signal voltage is less than

0.5 volts for 5 seconds.



The ECM detects that the BARO sensor signal voltage is more than

4.9 volts for 5 seconds.



Sensor 5V reference circuit is open circuit, high

resistance.



Sensor 5V reference circuit is short to ground or

short to the low reference circuit. (P1632 may also set.)



Sensor signal circuit is open circuit, high

resistance, short to ground or short to the low reference circuit.



Poor harness connector connection.



Faulty BARO sensor.



Faulty ECM.

Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1632 may also set.)



Sensor signal circuit is 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 BARO sensor.



Faulty ECM.

Page 37

N*R 4HK1-TC Engine-36

BOOST PRESSURE SENSOR

Boost Pressure Sensor Characteristic -Reference-

5.0

4.5

4.0

3.5

3.0

2.5

2.0

Output (Volts)

1.5

1.0

0.5

0.0 60 80 100 120 140 160 180 200 220 240

kpa psi Volts

60 8.7 0.4

80 11.6 0.7 100 14.5 1.0 110 16.0 1.2 150 21.8 1.8 200 29.0 2.5 250 36.3 3.3

Boost Pressure (kpa)

The boost pressure sensor is locate d in the air indu ction tubing. The boost pressure sensor is a t ransducer that varies voltage according to changes in the air pressure inside the air tubing. The boost pressure senso provides a signal to the engine control module (ECM) on the boost pressure sensor signal circuit, which is relative to the pressure changes in the manifold. The sensor should detect a low signal voltage at low b oost pressure, such as low engine load. The ECM should detect high signal voltage at a high boost pressure, such as high engine load. The ECM uses to this value to calculate a fuel injection volume.

1. Boost Pressure Sensor

2. Retaining Plate

3. Fixing Bolt

4. Intake Pipe

The characteristic of the boost pressure sensor is displayed in the graph and table. Calculated boost pressure can be found on t he Tech 2 by unit “kpa” . The output voltage also can be found on th e Tech 2.

Notice! In data display “kpa” will be fixed to a default value when DTC is set relating to the boost pressure sensor. To diagnose this DTC, observe the “Volts” in the data display.

Page 38

N*R 4HK1-TC Engine-37

Related DTC

Boost Pressure Sensor

Connector Face

DTC Name On Scan

DTC

P0234 Turbocharger Engine

P0236 Turbocharger Engine

Tool

Overboost

Underboost

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P0237, P0238, P1630 and

P1634 are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine is running.



The fuel injection quantity is more

than a calculated value.



DTCs P0107, P0108, P0237,

P0238, P1630, P1634 and P1635 are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine is running.



The fuel injection quantity is more

than a calculated value.



The ECM detects that the boost pressure is more than 228 kPa (33 psi) for 3 seconds.



The ECM detects that the boost pressure is less than 78 kPa (11 psi) for 20 seconds when the engine speed is less than 900 RPM.



The ECM detects that the boost pressure is less than 82 to 151 kPa (12 to 22 psi) for 20 seconds when the engine speed is between 1200 and 3000 RPM.



When the barometric pressure (BARO) is lower than 100 kPa, the BARO is subtracted from 100 kPa (100 kPa – BARO) is added to the thresholds.



Boost pressure sensor low reference circuit is

intermittently open circuit or high resistance.



Faulty boost pressure sensor.



Faulty turbocharger waste gate valve.



Restricted intake or collapsed hose between the

intake throttle and sensor.



Intake throttle plate sticking in the closed

position.



Faulty BARO sensor.



Faulty ECM.



Boost pressure sensor 5V reference circuit is

intermittently open circuit or high resistance.



Boost pressure sensor signal circuit is

intermittently open circuit or high resistance.



Faulty boost pressure sensor.



Air leakage.



Intake duct is disconnected.



Intake system is obstructed.



Faulty turbocharger waste gate valve.



Faulty turbocharger. (Shaft stick)



Faulty BARO sensor.



Faulty ECM.

Page 39

N*R 4HK1-TC Engine-38

P0237 Turbocharger Boost

Sensor Circuit Low Voltage

P0238 Turbocharger Boost

Sensor Circuit High Voltage



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 ECM detects that the boost pressure sensor signal voltage is less than 0.1 volts for 3 seconds.



The ECM detects that the boost pressure sensor signal voltage is more than 4.9 volts for 3 seconds.



Sensor 5V reference circuit is open circuit, high

resistance.



Sensor 5V reference circuit is short to ground or

short to the low reference circuit. (P1634 may also set.)



Sensor signal circuit is open circuit, high

resistance, short to ground or short to the low reference circuit.



Poor harness connector connection.



Faulty boost pressure sensor.



Faulty ECM.



Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1634 may also set.)



Sensor signal circuit is 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 boost pressure sensor.



Faulty ECM.

Page 40

N*R 4HK1-TC Engine-39

ACCELERATOR PEDAL POSITION (APP) SENSOR

LHD

RHD

4.5

3.5

2.5

Output (Volts)

1.5

APP Sensor Characteristic -Reference-

APP2

APP1

The accelerator pedal position (AP P) s ensor is mo unted on the accelerator pedal assemb ly. The sensor is made up of two individual sensors within one housing. The engine control module (ECM) uses the APP sensors to determine the amount of acceleration or deceleration desired by the person driving the vehicle via the fuel injection control.

The characteristic of the APP sensor 1 and 2 is displayed in the graph and table. Calculated accelerato pedal angle can be found on the Tech 2 by unit “%”. Also, output voltage can be f oun d on the Tech 2.

The ECM monitors both sensor signals. If out o correlation between two sensors such as skewed sensor, P1271 will set.

Notice! If one of the APP sensor is failed (DTC set), the

ECM will use the remaining another APP sensors to calculate pedal angle. Indicated APP angle will being 0 –100%.

0.5

0 102030405060708090100

Accelerator Pedal Position (%)

Page 41

N*R 4HK1-TC Engine-40

Related DTC

APP Sensor

Connector Face

DTC Name On Scan

DTC

P1271 Accelerator Pedal

P1277 Accelerator Pedal

Tool

Position (APP) Sensor 1-2 Correlation

Position (APP) Sensor 1 Circuit Low Voltage

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P1630, P1631 and P1632

are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



DTCs P1630 and P1631 are not

set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the APP sensor 1 and 2 are more than 45% out of range of each other.



The ECM detects that the APP sensor 1 signal voltage is less than 0.2 volts.



APP sensor 1 5V reference circuit is high

resistance.



APP sensor 1 signal circuit is high resistance.



APP sensor 1 low reference circuit is high

resistance.



APP sensor 2 5V reference circuit is high

resistance.



APP sensor 2 signal circuit is high resistance.



APP sensor 2 low reference circuit is high

resistance.



Poor harness connector connection.



Electrical interference.



Faulty APP sensor 1 or 2.



Faulty ECM. Notice: APP sensor 1 or 2 is internal to APP sensor assembly.

Sensor 5V reference circuit is open circuit, hig h

resistance.

Sensor 5V reference circuit is short to ground or

short to the low reference circuit. (P1631 may also set.)

Sensor signal circuit is open circuit, high res ist ance,

short to ground or short to the low reference circuit.



Poor harness connector connection.



Faulty APP sensor 1.



Faulty ECM. Notice: APP sensor 1 is internal to APP sensor

assembly.

Page 42

N*R 4HK1-TC Engine-41

P1278 Accelerator Pedal

Position (APP) Sensor 1 Circuit High Voltage

P1282 Accelerator Pedal

Position (APP) Sensor 2 Circuit Low Voltage

P1283 Accelerator Pedal

Position (APP) Sensor 2 Circuit High Voltage



DTCs P1630 and P1631 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.



DTCs P1630 and P1632 are not

set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the APP sensor 1 signal voltage is more than 4.9 volts.



The ECM detects that the APP sensor 2 signal voltage is less than 0.2 volts.



The ECM detects that the APP sensor 2 signal voltage is more than 4.9 volts.



Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1631 may also set.)



Sensor signal circuit is 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 APP sensor 1.



Faulty ECM.

Notice: APP sensor 1 is internal to APP sensor

assembly.



Sensor 5V reference circuit is open circuit or high

resistance.



Sensor 5V reference circuit is short to ground or

short to the low reference circuit. (P1632 may also set.)



Sensor signal circuit is short to ground or short to

the low reference circuit.



Poor harness connector connection.



Faulty APP sensor 2.



Faulty ECM. Notice: APP sensor 2 is internal to APP sensor assembly.



Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1635 may also set.)



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 APP sensor 2.



Faulty ECM. Notice: APP sensor 2 is internal to APP sensor

assembly.

Page 43

N*R 4HK1-TC Engine-42

ENGINE IDLE UP CONTROL VOLUME

Characteristic of Idle Up Control Volume -Reference-

4.5 4

3.5 3

Output Voltage (V)

2.5 2

1.5 1

0.5 0

Full Counterclockwise

Rotatin g A n g le

Full C lockw is

The idle up volume controls the idle speed during warmup and it is installed in the driver’s side instrument panel. This volume is active only when the gear position is neutral position. When the shift lever is moved to another position, the volume is canceled. The engine control module (ECM) receives the idle up volume signal form the idle up volume and controls the fuel injection volume.

1. Idle Up Volume

The characteristic of the idle up volum e is displayed in the graph.

Page 44

N*R 4HK1-TC Engine-43

Related DTC

Idle Up Sensor

Connector Face

DTC Name On Scan

DTC

P1225 Engine Idle Speed

Tool

Selector Sensor Circuit

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P1630 and P1631 are not

set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the idle up control sensor signal voltage is less than 0.1 volts for 3 seconds.



The ECM detects that the idle up control sensor signal voltage is more than 4.9 volts for 3 seconds.



Sensor 5V reference circuit is open circuit, high

resistance.



Sensor 5V reference circuit is short to ground or

short to the low reference circuit. (P1635 may also set.)



Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1631 may also set.)



Sensor signal circuit is open circuit, high

resistance, short to ground or short to the low reference circuit.



Sensor signal circuit is short to any 5V or 12V

reference circuit, short to battery or ignition voltage circuit.



Poor harness connector connection.



Faulty idle up control sensor.



Faulty ECM.

Page 45

FUEL SYSTEM

N*R 4HK1-TC Engine-44

FEATURE OF THE COMMON RAIL SYSTEM

1. Fuel Tank

2. Fuel Filter

3. Fuel Supply Pump

4. Fuel Rail

5. Pressure Limiter

6. Flow Damper

7. Fuel Rail Pressure Sensor

8. Injector

9. Engine Control Module (ECM)

10. Other Control Module

11. Camshaft Position (CKP) Sensor

12. Crankshaft Position (CKP) Sensor

13. Various Sensor Inputs

The common rail system uses a type of accumulator chamber called the fuel rail to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized fuel in the combustion chambers. The injection system (injection pressure, injection rate, and injection timing) is controlled by the engine control module (ECM), and therefore the common rail system can be controlled independently, free from the influence of engine speed and load. This ensures a stable injection press ure at all time, particularly in the low engine speed range, so that black smoke specific to diesel e ngines generat ed during vehicle starting or acceleration can be reduced dramatically. As a result, exhaust gas emissions are clear and reduced, and higher output is achieved.

1. High Pressure Control

 Enables high pressure injection from low engine

speed range. Optimizes control to minimize particulate matter and



NOx emissions.

2. Injection Timing Control Enables finely tuned optimized control in accordance



with running conditions.

3. Injection Rate Control Pilot injection control that performs a small amount of



injection before main injection.

Page 46

N*R 4HK1-TC Engine-45

FUEL SUPPLY PUMP

Along with the employment of the common rail type electronic control fuel injection system, the injection pump was disused and a plunger type supply pump is provided to supply high pressure fuel to the fuel rail. The supply pump is installed at the position where conventionally the injection pump was installed, and it is driven 1:1 to the engine. The feed pump (trochoid typ e) is built in the supply pump to feed fuel from t he fuel tank to the plunger chamber.

lso, the supply pump is attached with a suction control valve (SCV) to control high pressure fuel supply to the fuel rail and a fuel temperature (FT) sensor to detec t fuel temperature.

1. Fuel Temperature (FT) Sensor

2. Suction Control Valve (SCV)

3. Fuel Supply Pump

4. Fuel Rail

Notice! In order to make the fuel supply pump characteristic r elearn into the ECM, let the engine idle until warm-up after ECM or supply pump replacement.

Type HP3

Gear Ratio to Crankshaft 1:1

Rotational Direction

Feed Pump Trochoid type

Plunger Diameter x Number 8.5mm x 2

Plunger Lift 5.6mm

SCV Type Normally Open

Counterclockwise as

viewed from drive side

1. Driveshaft

2. Ring Cam

3. Pump Body

4. Plunger

5. Filter

6. Regulating Valve

7. Feed Pump

8. Suction Control Valve (SCV)

9. Fuel Temperature (FT) Sensor

Page 47

N*R 4HK1-TC Engine-46

The fuel is fed under pressure to th e plunger chambe by the feed pump built in the supply pump, and furth er it

1. Fuel Tank

2. Fuel Filter

3. Suction

4. Fuel Inlet

5. Feed Pump

6. Regulating Valve

7. Suction Control Valve (SCV)

8. Return Spring

9. Plunger

10. Suction Valve

11. Delivery Valve

12. Fuel Overflow

13. Return

14. Fuel Rail

15. Injector

16. Driveshaft

17. Suction Pressure

18. Feed Pressure

19. High Pressure Return Pressure

20.

is fed under high pressure to the fuel rail by two plungers driven by the camshaft t herein. Operating the SCV based on the signals from the engine control module (ECM) controls the quantity and timing of fuel supply to the fuel rail. Since this type of pump adjusts the fuel amount at low pressure side, and it c an delive required high pressure and is efficient .

Page 48

N*R 4HK1-TC Engine-47

Operation of the Fuel Feed Pump

1. From Fuel Tank

2. Intake Port

3. To Pump Chamber

4. Discharge Port

5. Inner Rotor

6. Outer Rotor

7. Fuel Quantity Decrease

8. Fuel Quantity Increase

9. Fuel Quantity Decrease (Fue Discharge)

10. Fuel Quantity Increase (Fue Intake)

The trochoid type feed pump, which is integrated in the fuel supply pump, draws fuel from the fuel tank and feeds it to the two plungers via the filt er and SCV. 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.

1. Ring Cam

2. Plunger A

3. Plunger B

4. Feed Pump

Page 49

N*R 4HK1-TC Engine-48

Operation of the Fuel Supply Pump

1. Suction Control Valve (SCV)

2. Suction Valve

3. Delivery Valve

4. Eccentric Cam

5. Ring Cam

6. Plunger A Top Dead Center (TDC) at Compression Stroke

7. Plunger B Bottom Dead Center (BDC) at Intake Stroke

8. Plunger A Beginning of Compression Stroke

9. Plunger B Beginning of Compression Stroke

10. Plunger A Bottom Dead Center (BDC) at Intake Stroke

11. Plunger B Top Dead Center (TDC) at Compression Stroke

12. Plunger A Beginning of Compression Stroke

13. Plunger B Beginning of Intake Stroke

The ring cam pushes the plunger “A” in upward direction as the eccentric cam rotates as shown above picture. The plunger “B” is pulled in the opposite direction o plunger “A” by a spring force. As a result, the plunge “B” sucks fuel while the plunger “A” feeds fuel under pressure to the fuel rail.

Page 50

N*R 4HK1-TC Engine-49

Operation of Suction Control Valve (SCV)

linear solenoid type valve has been adopted. The ECM controls the 250Hz duty ratio (the length of time that the current is applied to the SCV), in order to control the quantity of fuel that is su pplied to the highpressure plunger. Because only t he quantity of fuel tha t is required for achieving the target rail press ure is drawn in, the drive load of the supply pumps decreases

When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the armature to the left side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and thus re gulating the fue l quantity. With the SCV OFF, the return spring c ontrac ts, 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).

SCV control feedback current ca n be found on the Te ch 2 data display by unit “mA”. SCV On duty ratio also can be found on the Tech 2 data display by “%”.

1. Valve

2. Coil A. Small Duty Ratio (Large Suction Quantity) B. Large Duty Ratio (Small Suction Quantity)

Notice! DO NOT attempt engine cranking or s tarting with the SCV harness connector or ECM harness connector disconnect. The pressure limiter valve will be opened since the SCV is normal open and full amount of fuel is supplied to the fuel rail. Therefore, unless a diagnostic procedure instructs

you, DO NOT disconnect.

Notice!

If the SCV control low circuit between the ECM and SCV are short to ground, DTC may not stored. This condition will case engine stall, hard start or engine cranks but may not start. But SCV feedback current will be dropped approximately 300 - 500mA.

Page 51

N*R 4HK1-TC Engine-50

1. Feed Pump

2. Suction Control Valve (SCV)

3. Cylinder

4. Large Valve Opening (Maximum Intake Quantity)

5. Small Valve Opening (Minimum Intake Quantity)

Page 52

N*R 4HK1-TC Engine-51

Related DTC

Suction Control Valve (SCV)

Connector Face

DTC Name On Scan

DTC

P0090 Fuel Pressure

Regulator Solenoid Control Circuit Invalid (Suction Control Valve Solenoid Circuit Invalid)

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P1630 is not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The SCV commanded duty cycle

is between 10 – 90 %.



The ECM detects that the SCV feedback current is less than 50 mA.



The ECM detects that the SCV feedback current is more than 2400 mA



The ECM detects that the difference of SCV desired current and feedback current is more than 1000 mA .



SCV control high circuit is open circuit or high

resistance.



SCV control high circuit is high resistance, short to

ground, short to battery or ignition voltage.



SCV control low circuit is open circuit, high

resistance or short to ground.



SCV control low circuit is short to battery or ignition

voltage.



Faulty SCV.



Faulty ECM.

Notice: SCV is internal to fuel supply pump assembly.

Page 53

N*R 4HK1-TC Engine-52

FUEL RAIL (COMMON RAIL)

Operation of the Pressure Limiter Valve

long with the employment of a common rail type electronic control fuel injection system, the fuel rail is provided to store high pressure fuel between supply pump and injectors.

pressure sensor and a pressure limiter are installed on the fuel rail. The pressure senso detects the fuel pressur e inside the fuel rail and sends its signal to the ECM. Based on this signal, the ECM controls the fuel pressure inside the fuel rail via the suction control valve of the supply pump. The pres sure limiter opens the valve mechanically to relieve the pressure when the fuel pressure inside the fuel rail increases extremely.

1. Fuel Rail Bracket

2. Fuel Rail

3. Flow Damper

4. Pressure Limiter

5. Fuel Rail Pressure Sensor

6. High Pressure Fuel Inlet

7. To Fuel Tank

8. To Injectors

The pressure limiter valve relieves pressur e by opening the valve (2) if abnormally high pressure is generated. The valve (2) opens when pressure in rail reaches approximately 200MPa (29000psi), and close when pressure falls to approximately 50MPa (7250psi). Fuel leaked by the pressure limiter valve re-turns to the fuel tank through the return line.

1. From Fuel Rail

2. Valve

3. Valve Body

4. Valve Guide

5. Spring

6. Housing

7. To Fuel Return Pipe

Notice!

If the pressure limiter valve is operated many times, opening pressure has fallen and it may cause fuel system DTCs set.

Page 54

N*R 4HK1-TC Engine-53

Operation of the Flow Damper

The flow dampers are installed at the outle t of fuel rail to damp a pulsation of fuel pressure inside the fuel rail o 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. Th e pressure pulsation occurring in the fuel rail is damped by a resistive force of the return spring (5) and a passing resistance of the orifice (2), wherein the pist on (4) a cts as a damper. Also, the leading end of pist on (4) closes an fuel supply port to cut off the fuel supply, if the fuel leak occurs in the injection p ipe or injectors, and the fuel pressure on the downstream side of flow dampe supplied through an orifice (2) + resistive f orce of return spring (5) do not balance with the fuel pressure applied on the piston (4) surface prior to the orifice (2). The piston (4) will return when the fuel pressure inside the common rail less than 1.0MPa (145psi).

1. From Fuel Rail

2. Orifice

3. Slit

4. Piston

5. Return Spring

6. Housing

7. To Injector

Page 55

N*R 4HK1-TC Engine-54

FUEL RAIL PRESSURE (FRP) SENSOR

5.0

4.5

4.0

3.5

3.0

2.5

Output (Volts)

2.0

1.5

1.0

0.5

0.0 0 20 40 60 80 100 120 140 160 180 200 220

FRP Sensor Characteristic -Reference-

Fuel Rail Pressure (Mpa)

Mpa psi Volts

001.0 20 2900 1.3 40 5800 1.6 60 8700 2.0 80 11600 2.3

100 14500 2.6 120 17400 2.9 140 20310 3.2 160 23210 3.6 180 26110 3.9 200 29010 4.2 220 31910 4.5

The fuel rail pressure (FRP) sensor is installed to the fuel rail and it detects the fuel pressure in the fuel rail, converts the pressure into a voltage signal, and sends the signal to the engine control module (ECM). The ECM supplies 5-volts to the FRP sensor on the 5-volts reference circuit. The ECM also provides a ground on the low circuit. Higher fuel pressure provides highe FRP sensor voltage while lower pressure provides lowe FRP sensor voltage. The ECM calculates act ual fuel rail pressure (fuel pressure) form the voltage signal and uses the result in fuel injection control tasks.

The characteristic of the FRP sensor is displayed in the graph and table. The output voltage can be found on the Tech 2.

Notice! The fuel rail pressure display in the Tech 2 is difference pressure (actual value – desired value). This data display will be fixed to 0 MPa (0psi) when DTC is set relating to the FRP sensor open or short circuit. To diagnose this DTC, observe the “Volts” in the data display.

Page 56

N*R 4HK1-TC Engine-55

Fuel Rail Pressure (FRP)

Sensor Connector Face

Related DTC

DTC Name On Scan

DTC

P0192 Fuel Rail Pressure

P0193 Fuel Rail Pressure

Tool

(FRP) Sensor Circuit Low Voltage

(FRP) Sensor Circuit High Voltage

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P1630 and P1635 are not

set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



DTCs P1630 and P1635 are not

set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the FRP sensor signal voltage is less than

0.7 volts.



The ECM detects that the FRP sensor signal voltage is more than

4.5 volts.



Sensor 5V reference circuit is open circuit or high

resistance.



Sensor 5V reference circuit is short to ground or

short to the low reference circuit. (P1635 may also set.)



Sensor signal circuit is short to ground or short to

the low reference circuit.



Poor harness connector connection.



Faulty FRP sensor.



Faulty ECM.



Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1635 may also set.)



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 FRP sensor.



Faulty ECM.

Page 57

N*R 4HK1-TC Engine-56

FUEL INJECTOR

Fuel Injection Quantity (mm3/st)

4-2

3-1

Injector Control Pulse Width (micro sec.)

Engine

Code

P2-2 P2-3 P3-1 P3-2

P4-1 P4-2 P4-3 00

00 00

160MPa 130MPa 80MPa

4-3

3-2

4-1

2-2

33MPa

2-1

P1-1 P1-2 P2-1

1-1

Checksum

Code

1-2

Electronic control type injectors cont rolled by the en gine control module (ECM) are used. Compared with conventional injection nozzles, a command piston, solenoid valve, etc. are added.

Two dimensional barcode displaying various injecto characteristics are laser marked on the fuel injector body, and ID codes showing these in numeric form (24 alphanumeric figures) are laser marked on the connector housing. This system uses QR code information to optimize injection quantity control. When

an injector is newly installed in a vehicle, it is necessar y to input the ID codes in the engine control module (ECM). In order to minimize performance tolerance o injectors, ID codes have been ado pted to enhance the injection quantity correction precision of the injectors. Using ID codes has resulted in a substantial increase in the number of the fuel injection quantity correction points, and thus the injection qu antity control precision has improved. The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.

2-3

1. Injector Assembly

2. Fuel Intake Port

3. Fuel Return Port

4. QR Plate

5. Terminal Stud

6. Bolt

7. Injector Clamp

8. QR Code (Two Dimensional Barcode for Assembly Production Use)

9. ID Code (30 Alphanumeric Figures)

Notice!

Replacement injector MUST be programmed. programmed.

lso, if ECM is replaced, ID codes MUST be

First 2 figures mean an engine code. The follo wing 20 figures mean ten fuel injection quantity correction points. The last two figures mean checksum code of 22 figures.

Notice! This Engine Code “56” is identification of engine model, which used only injectors. DO NOT confuse with the Engine Code “75” assigned in VIN (17 figures chassis nu m ber ).

Page 58

N*R 4HK1-TC Engine-57

A B

The each fuel injector’s ID code can also be found on the factory affixed label located on the cylinder head cover.

Notice! When programming ID code, recording from this label only perform if the fuel injector(s) is (are) NOT being replaced in the past.

1. Cylinder Number 1 Fuel Injector ID Code

2. Cylinder Number 2 Fuel Injector ID Code

3. Cylinder Number 3 Fuel Injector ID Code

4. Cylinder Number 4 Fuel Injector ID Code

5. Injector ID Code Label

6. Cylinder Head Code

The charge up circuit in the E CM steps up the voltage (approximately 130volts) for fuel injectors and is divided into two banks, common 1 and 2. The common 1 co vers fuel injector in cylinders 1 and 4. The common 2 covers fuel injector in cylinders 2 and 3.

1. Injector

2. Injector Harness

3. Injector Terminal Nut

To realize the engine noise reduction and low emission exhaust gas, pre injection (pilot injection) is applied to this system.

The left waveform shows the ECM control signal to the injector. The first pulse (A) is pre injection. Afte approximately 2ms, next pulse (B) is sent for main injection.

Measurement Scale: 50V/div 2ms/div Measurement Condition: Idle Speed (650RPM)

Page 59

N*R 4HK1-TC Engine-58

Operation of Fuel Injector

1. Return Port

2. Solenoid

3. Tow Way Valve (TWV)

4. Outlet Orifice

5. Control Chamber

6. Inlet Orifice

7. Command Piston

8. Nozzle

9. High Pressure Fuel

10. Driving Current

11. Pressure in Control Chamber

12. Injection Rate

13. No Injection State

14. Injection State

15. Injection End State

1) Non-injection state

The two way valve (TWV) (3) closes the outlet orif ice (4) by means of a spring force, wh en no current is supplied from the ECM to the solenoid (2). At this time, the fuel pressure applied to the nozzle (8) leading end is equal to the fuel pressure applied to the control c hamber (5) through the inlet orifice (6). As for the force competition in this state, the pressure on the command piston (7) upper surface + nozzle s pring force def eat the pressure on the nozzle leading end, and consequently th e nozzle (8) is pushed downward to close the inject ion ho les.

2) Injection start

The TWV (3) is pulled up to open the outlet orifice (4), and thus the fuel leaks toward t he return port (4), when the current is supplied from the ECM to the solenoid (2) . As a result, the nozzle (8) is pushed up together with the command piston (7) by the fuel pressure applied to the nozzle leading end, and then the nozzle injection holes open to inject the fuel.

3) Injection end

The TWV (3) lowers to close the outlet orifice (4), when the ECM shuts off a current supply to the solenoid (2).

s a result, the fuel cannot leak from the control chamber (5), and thus the fuel pressure in the control chamber (5) rises abruptly and then the nozzle (8) is pushed down by the command piston (7) to close the nozzle injection holes, resulting in the end of fuel injection.

Page 60

N*R 4HK1-TC Engine-59

Related DTC

DTC Name On Scan

DTC

P0201 Injector 1 Control

P0202 Injector 2 Control

P0203 Injector 3 Control

P0204 Injector 4 Control

P0611 Fuel Injector Control

P0612 Fuel Injector Control

Tool

Circuit (Cylinder 1 Injector Control Circuit)

Circuit (Cylinder 2 Injector Control Circuit)

Circuit (Cylinder 3 Injector Control Circuit)

Circuit (Cylinder 4 Injector Control Circuit)

Module Group 1

Module Group 2

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



The ignition switch is ON.



The battery voltage is more than

18 volts.



The engine is running.



The ignition switch is ON.



The battery voltage is more than

18 volts.



The engine is running.



The ignition switch is ON.



The battery voltage is more than

18 volts.



The engine is running.



The ignition switch is ON.



The battery voltage is more than

18 volts.



The engine is running.



The battery voltage is more than

18 volts.



The battery voltage is more than

18 volts.



The ECM detects that the cylinder #1 fuel injector solenoid coil control circuit is open.



The ECM detects that the cylinder #2 fuel injector solenoid coil control circuit is open.



The ECM detects that the cylinder #3 fuel injector solenoid coil control circuit is open.



The ECM detects that the cylinder #4 fuel injector solenoid coil control circuit is open.



The ECM detects an internal common 1 fuel injector charge up circuit malfunction.



The ECM detects an internal common 2 fuel injector charge up circuit malfunction.



Cylinder #1 fuel injector solenoid coil control circuit

is open circuit.



Faulty cylinder #1 fuel injector.



Faulty ECM.



Cylinder #2 fuel injector solenoid coil control circuit

is open circuit.



Faulty cylinder #2 fuel injector.



Faulty ECM.



Cylinder #3 fuel injector solenoid coil control circuit

is open circuit.



Faulty cylinder #3 fuel injector.



Faulty ECM.



Cylinder #4 fuel injector solenoid coil control circuit

is open circuit.



Faulty cylinder #4 fuel injector.



Faulty ECM.



Faulty ECM.

Notice: Injector charge up circuit is internal to ECM.



Faulty ECM.

Notice: Injector charge up circuit is internal to ECM.

Page 61

N*R 4HK1-TC Engine-60

P1261 Injector Positive

Voltage Circuit Group 1 Load Short

P1262 Injector Positive

Voltage Circuit Group 2 Load Short



The ignition switch is ON.



The battery voltage is more than

18 volts.



Engine is running.



Battery voltage is more than 9V.



Engine is running.



The ECM detects that the cylinder #1 or #4 fuel injector solenoid coil control circuit is short to ground or voltage circuit.



The ECM detects that the common 1 fuel injector drive circuit is open, short to ground or short to voltage circuit.



The ECM detects that the cylinder #2 or #3 fuel injector solenoid coil control circuit is short to ground or voltage circuit.



The ECM detects that the common 2 fuel injector drive circuit is open, short to ground or short to voltage circuit.



Page 62

N*R 4HK1-TC Engine-61

FEATURE OF THE FUEL LINE & FUEL FILTER

Low-pressure side fuel line consists following components.

FUEL FILTER & WATER SEPARATOR

As the inside of the fuel supply pump is lubricated by the fuel which it is pumping and common rail system is needed perfectly clean. construction is adopted for this system to eliminate “air collects” into the filter that will cause the eng ine problem such as driveability concern or DTC store. Therefore, replacement to the genuine filter is strongly recommended. The fuel filter and the water separator removes wate particles and other foreign materi al from the fuel before it reaches the fuel supply pump. The water separato has an internal float. When the float reaches the specified level (approximately over 80cc), a warning light comes on to inform the driver to drain the wate from the water separator. A diaphragm type priming pump is installed at the top of the fuel filt er. It is used during the air bleeding procedure.

 Fuel Tank  Fuel Feed Pipe/Hose

Fuel Return Pipe/Hose



Fuel Filter & Water Separator



1. Priming Pump

2. Cartridge

3. Water Level Sensor

4. Heater

5. Drain Plug

special type of filte

Page 63

1. Gasket

2. Cartridge

3. Water Level Sensor

4. Heater Harness

N*R 4HK1-TC Engine-62

Air Bleeding Procedure:

Insufficient air bleeding may cause the DTC store o driveability concern.

1. Before starting the engine a. Fit a tray below the fuel filter (below the air bleed

plug).

b. Loosen the plug adequately and operate the

priming pump more than 20 times until the fuel near the plug overflows.

c. Tighten the plug, and operate the priming pump

more than 10 times until it is filled with fuel.

fter waiting for approximately a minute, loosen the plug and bleed out the air in the fuel filter. (This work must be repeated a minimum of three times until no more air comes out from the plug.)

d. Tighten the plug firmly and wipe the fuel in the

surrounding area. Operate the priming pump (10 to 15 times) till it is filled with fuel and then send fuel to the engine.

2. After starting the engine a. Start the engine by rotating the starter without

depressing the accelerator pedal.

b. After starting, maintain the idling rotation for 5

seconds.

c. Slowly rotate the idling control knob clockwise and

maintain it for 3 minutes.

d. Fully depress the accelerator pedal and increase

the rotations to maximum. (Repeat this operation several times)

e. Rotate the idling knob counterc lockwise and return

to idling mode.

Page 64

N*R 4HK1-TC Engine-63

FUEL INJECTION QUANTITY CONTROL

Accelerator pedal position

•

• Boost pressure

• Engine speed

Fuel rail pressure

•

Compensation

Determining SCV opening & closing

Basic fuel rate

Compensation

• Engine coolant temperature

• Intake air temperature

• Fuel temperature

• Barometric pressure

• Starter switch input

Vehicle speed

•

• Clutch switch

Determining injection start timing & ON time

This control determines the fuel injection quantity by adding coolant temperature, f uel temperatur e, intake ai temperature, barometric pressure, vehicle speed and some switch information corrections to the basic injection quantity is calculated by the engine control module (ECM), based on the engine operating conditions and driving conditions.

During normal running, optimum fuel injection q uan tity is controlled according to the engine speed and accelerator pedal pressing amount. More fuel rate indicates if the engine load is increased as the accelerator pedal is stepped on at constant engine speed.

t the engine starting (after the ignition switc h is turned to the start position to start th e engine, up to return o key switch to the ON position), optimum fuel injection quantity is controlled based on the information on the engine speed and engine coolant temperature. At low temperature, the fuel injection quantity increas es. When the engine started completely, this increased quantity mode at the starting is cancelled and normal running mode is restored.

Page 65

N*R 4HK1-TC Engine-64

950

650

Desired Idle Speed (RPM)

Angle

Speed

Angle

Speed

-10/14

20/68

Engine Coolant Temp. (°C/°F)

Crankshaft Angle

Correction

Crankshaft Angle

Idle Speed Control

control is made so as to achieve st able idling speed at all time regardless of engine secular changes o engine condition variations. The ECM sets t arget idling speed and controls the fuel injection quantity according to the engine conditions (actual engine speed, coolant temperature, engine load ON/OFF signals of ai conditioner) to follow actual engin e speed t o the desired idling speed so as to ensure stable idling speed.

Idle Vibration Control

A control is made so as to reduce the engine vibration caused by torque variations between cylinders due to variations in fuel injection quantity of each cylinder o injector performance. The ECM corrects the injection quantity between cylinders based on the revolution signals from the crankshaft position (CKP) sensor. Normal range of correction quantity be tween cylinders is within ±5 mm

/st.

Compensation value on each cylinder can be found on the Tech 2. When the compensation volume is negat ive, the fuel volume is reducing. When the compensation volume is positive, the fuel volume is increasing.

Notice! If there is a cylinder that is an excessively high o low value, it may indicate faulty f uel injector, fault y injector ID code programming, weak or slightly seized cylinder.

Page 66

Fuel System DTC

DTC Name On Scan

DTC

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

N*R 4HK1-TC Engine-65

P0087 Fuel Rail Pressure

(FRP) Too Low

15/

2180

Fuel Rail Pressure (MPa/psi)



DTCs P1095, P1630 and P1635

are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the fuel rail pressure is 0 MPa (0 psi) (1.0 volt) for 5 seconds when the engine speed is between 0 - 600 RPM.



The ECM detects that the fuel rail pressure is less than 15MPa (2180psi) (1.2 volts) for 5 seconds when the engine speed is higher than 900RPM.

Longer than 5 sec.

Higher than 900RPM

0 – 600RPM

Time



Fuel leaking at high pressure side.



Loss fuel or less fuel in the fuel tank.



Pressure limiter valve opening pressure drop.



SCV is sticking.



Faulty fuel injector.



Fuel suction side looseness, kinks or blocked.



Faulty or clogged fuel filter.



Excessive air in the fuel suction side.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion.



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump.

Notice: SCV is part of the fuel supply pump assembly.

Notice: If the fuel rail pressure is certain pressure low as compared with engine speed, this DTC will set. This DTC most likely indicates loss of fuel pressure by fuel leak from the highpressure side. Inspect the high-pressure side fuel leakage between the fuel suppl pump and fuel injectors FIRST.

Page 67

DTC

DTC Name On Scan

Tool

N*R 4HK1-TC Engine-66

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

P0088 Fuel Rail Pressure

(FRP) Too High

P0088 Fuel Rail Pressure

(FRP) Too High

190/

27550

185/

26850



DTCs P1092, P1093, P1630 and

P1635 are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine is running.



DTCs P1092, P1093, P1630 and

P1635 are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine is running.

Actu al Fu el Rai l Pre ss.



The ECM detects that the fuel rail

pressure is more than 185 MPa (26850 psi) (3.9 volts) for longer than 5 second.



The ECM detects that the fuel rail

pressure is more than 190 MPa (27550 psi) (4.0 volts) for longer than 5 second during the ignition cycle after first stage has occurred.



SCV is sticking.



Faulty fuel injector.



Fuel suction side looseness, kinks or blocked.



Faulty or clogged fuel filter.



Excessive air in the fuel suction side.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion.



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump.

Notice: SCV is part of the fuel supply pump assembly.



SCV is sticking.



Faulty fuel injector.



Fuel suction side looseness, kinks or blocked.



Faulty or clogged fuel filter.



Excessive air in the fuel suction side.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion.



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump.

Notice: SCV is part of the fuel supply pump assembly.

Notice:

If the fuel rail pressure is excessively high for certain length of time, this DTC will

Time

Fuel Rail Pressure (MPa/psi)

P0088 First Stage (longer than 5s)

P 0088 S econd Stage (longer than 5s)

Page 68

DTC

DTC Name On Scan

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

N*R 4HK1-TC Engine-67

P0089 Fuel Pressure

Regulator Performance (Fuel Rail Pressure Deviation)

Desired Fuel Rail Press.

Fuel Rail Pressure (MPa/psi)



DTCs P0090, P0192, P0193

P1092, P0201, P0202, P0203, P0204, P0611, P0612, P1093, P1630 and P1635 are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine is running.



The SCV control duty cycle is

more than 40% or commanded fuel supply is less than 90mm3/sec.

Actual Fuel Rail Press .



The ECM detects that the actual

fuel rail pressure is higher than desired pressure by 20MPa (2900psi) (0.3 volts) for longer than 5 seconds when the engine speed is between 0 - 600 RPM.



The ECM detects that the actual

fuel rail pressure is higher than desired pressure by 40 MPa (5800 psi) (0.6 volts) for longer than 5 seconds when the engine speed is higher than 900 RPM.

Longer than 5sec.

Higher than 40/5800

(Higher than 900RPM)

Higher than 20/2900

(0 – 600RPM)

Time



SCV is sticking.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion.



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump.

Notice: SCV is part of the fuel supply pump assembly.

Notice: If the fuel rail pressure is certain pressure higher than desired fuel rail pressure for a certain length of time, this DTC will set.

Page 69

DTC

DTC Name On Scan

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

N*R 4HK1-TC Engine-68

P1093 Fuel Rail Pressure

(FRP) Too Low

Desired Fuel Rail Press. Longer than 5 sec.

Actual Fuel Rail Press.

Fuel Rail Pressure (MPa/psi)



DTCs P1095, P1630 and P1635

are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The SCV control duty cycle is less

than 33% or commanded fuel supply is more than 28000 mm3/sec.

(Higher than 1200RPM)



The ECM detects that the actual

fuel rail pressure is lower than desired pressure by 10 MPa (1450 psi) (0.2 volts) for longer than 5 seconds when the engine speed is between 0 – 900 RPM.



The ECM detects that the actual

fuel rail pressure is lower than desired pressure by 15 MPa (2170 psi) (0.2 volts) for longer than 5 seconds when the engine speed is higher than 1200RPM.

Lower than 10/1450

(0 – 900RPM )

Lower than 15/2170

Time



Fuel leaking at high pressure side.



Loss fuel or less fuel in the fuel tank.



Pressure limiter valve opening pressure drop.



SCV is sticking.



Faulty fuel injector.



Fuel suction side looseness, kinks or blocked.



Faulty or clogged fuel filter.



Excessive air in the fuel suction side.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion.



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump.

Notice: SCV is part of the fuel supply pump assembly.

Notice: If the fuel rail pressure is a certain pressure lower than desired fuel rail pressure for a certain length of time, this DTC will set. This DTC most likely indicates loss of fuel pressure by fuel leak from the highpressure side. Inspect the high-pressure side fuel leakage between the fuel suppl pump and fuel injectors FIRST. If the fuel tank is empty or near empty, ai might be allowed to go into the fuel system. With air in the fuel system, smooth flow of fuel into the supply pump is interrupted and this DTC may set.

Page 70

DTC

DTC Name On Scan

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

N*R 4HK1-TC Engine-69

P1094 Fuel Rail Pressure

(FRP) Too Low



DTCs P0117, P0118, P0500,

P0501, P1095, P1630 and P1635 are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine is running.



The accelerator pedal position is

0%.



The engine coolant temperature is

more than 50°C (122 °F).



The vehicle speed is less than 5

km/h (4 MPH).



The difference of desired engine

idle speed and actual idle speed lower than 50 RPM.



The engine speed is between 600

– 1500 RPM.



The fuel injection quantity is less

than 100mm3/st.



The SCV commanded fuel is

between 16,000 – 25,500mm3/sec.



Above conditions are met for 5

seconds.

Notice: If the SCV commanded fuel is certain amount high for a certain length of time at low engine speed even the fuel rail pressure is following, this DTC will set. The pressure limiter valve by which opening pressure has fallen may set this DTC most likely cased by having opened many times. If the fuel tank is empty or near empty, ai might be allowed to go into the fuel system. With air in the fuel system, smooth flow o fuel into the supply pump is interrupted and this DTC may set.



Loss fuel or less fuel in the fuel tank.



Pressure limiter valve opening pressure drop.



SCV is sticking.



Faulty fuel injector.



Fuel suction side looseness, kinks or blocked.



Faulty or clogged fuel filter.



Excessive air in the fuel suction side.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion. (P0192 or P0193 may also set.)



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump. Notice: SCV regulator is part of the fuel suppl y pump assembly.

Page 71

DTC

DTC Name On Scan

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

N*R 4HK1-TC Engine-70

P1094 Fuel Rail Pressure

(FRP) Too Low

More than 12/1720

Fuel Rail Pressure (MPa/psi)



DTCs P1095, P1630 and P1635

are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.



The engine is running.



The accelerator pedal position is

0%.



The engine coolant temperature is

more than 50°C (122 °F).



The vehicle speed is more than 50

km/h (31 MPH).



The fuel injection quantity is

0mm3/st.

Desired Fuel Rail Press.

Actual Fuel Rail Press.



The ECM detects that the actual

fuel rail pressure is shapely dropped more than 12MPa (1740psi) (0.2 volts) when the engine cuts fuel.

Time



Loss fuel or less fuel in the fuel tank.



Pressure limiter valve opening pressure drop.



SCV is sticking.



Faulty fuel injector.



Fuel suction side looseness, kinks or blocked.



Faulty or clogged fuel filter.



Excessive air in the fuel suction side.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion. (P0192 or P0193 may also set.)



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump. Notice: SCV regulator is part of the fuel suppl y pump assembly.

Notice: If the fuel rail pressure is certain amount low for a certain length of time while fuel cut, this DTC will set. The pressure limiter valve by which opening pressure has fallen may set this DTC most likely cased by having opened many times. If the fuel tank is empty or near empty, ai might be allowed to go into the fuel system. With air in the fuel system, smooth flow of fuel into the supply pump is interrupted and this DTC may set.

Page 72

DTC

DTC Name On Scan

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

N*R 4HK1-TC Engine-71

P1095 Fuel Rail Pressure

(FRP) Too Low (Fuel Rail Pressure Limiter Activation)

210/

30460

190/

27560

170/

24660

80/

11600



DTCs P0192, P0193, P1630 and

P1635 are not set.



The ignition switch is ON.



The ignition voltage is more than

18 volts.

Actual Fuel Rail Press.

More than 30/4350



The ECM detects that the fuel rail

pressure drops quickly form more than 170 MPa (24,660 psi) (3.7 volts) to less than 80 MPa (11,600psi) (2.3 volts), and then the actual fuel rail pressure is lower than desired pressure by 30 MPa (4350 psi) (0.5 volts).

Pressure limiter valve operating area

Desired Fuel Rail Press.



Loss fuel or less fuel in the fuel tank.



SCV is sticking.



Faulty fuel injector.



Fuel suction side looseness, kinks or blocked.



Faulty or clogged fuel filter.



Excessive air in the fuel suction side.



Faulty FRP sensor.



FRP sensor circuit is intermittently open circuit, poor

connection or corrosion. (P0192 or P0193 may also set.)



FRP sensor circuit high resistance.



SCV circuit is intermittently open circuit, poor

connection or corrosion.



SCV circuit high resistance.



Faulty fuel supply pump. Notice: SCV is part of the fuel supply pump assembly.

Notice: If the fuel rail pressure went excessivel high, then sharply decreased, this DTC will set indicating high fuel pressure, which activated the pressure limiter valve. If the fuel tank is empty or near empty, ai might be allowed to go into the fuel system. With air in the fuel system, smooth flow o fuel into the supply pump is interrupted and this DTC may set.

Fuel Rail Pressure (MPa/psi)

Time

Page 73

N*R 4HK1-TC Engine-72

EGR (EXHAUST GAS RE-CIRCULATION) SYSTEM

The exhaust gas re-circulation (EGR) system combination with EGR cooler reduces the temperature of the combustion temperature. This results in reducing nitrogen oxide (NOx) emissions. The EGR control system uses an electronic cont rol system to ensure both driveability and emission. The control current from the engine control module (ECM) operates the DC moto r to control the lift amount of the EGR valve. Also, a valve position sensor is provided at the rear of the motor to feedback actual valve lift amount to the ECM for more precision control of the EGR amo unt .

The EGR control starts when the conditions including the engine speed, engine coolant temperature, intake air temperature are satisfied, and the valve opening is calculated according to the engine speed and desired fuel injection quantity. Based on this valve opening, the drive duty of the motor is determined and the motor is driven accordingly.

1. Engine Cont rol Module (ECM)

2. Various Sensor Inputs

3. Exhaust Gas Re-circulation (EGR) Valve

4. EGR Cooler

5. Engine Coolant

6. Intake Air

1. EGR Pipe

2. EGR Cooler

3. EGR Adapter

4. EGR Valve

5. Engine Coolant Feed

6. Engine Coolant Return

Page 74

)

N*R 4HK1-TC Engine-73

Active

Inactive

Active

Inactive

EGR VALVE

149/65

Engine Coolant Temp.(deg.F/deg.C

13/90 (Approx. 1000m)

Barometric Pressure (psi/KPa)

5.0ms

0.75ms

Ex. OFF Duty Ratio 15%

203/95

The system is started from engine idle speed and enabled based on following inputs are met.

 Coolant temperature  Barometric pressure

Fuel injection quantity



The EGR valve is mounted on the intake manifold. It controls EGR gas flow amount. A position sensor is installed on the EGR valve body together with EGR valve control motor. The EGR valve position senso changes output voltage according to EGR valve position. The control motor is con trolled based on duty signal sent from the ECM. The 200Hz duty ratio is the time that the EGR valve is opened to one operating cycle. A duty ratio change of 0% to appropriate percentage is EGR valve lift control. To open the valve, duty ratio is increased. To close the valve, duty ratio becomes small.

1. Motor

2. Bushing

3. Valve Seat

4. Housing

5. Return Spring

6. Filter

7. Rod

8. Valve

9. Exhaust Gas

Page 75

N*R 4HK1-TC Engine-74

5.0

EGR Valve Characteristic -Reference-

4.5

4.0

3.5

3.0

2.5

2.0

1.5

Position Sensor Output (Volts)

1.0

0.5

0.0 0 102030405060708090100

EGR Valve Position (%)

Position (%) Volts

01.0 10 1.3 20 1.6 30 1.9 40 2.1 50 2.4 60 2.7 70 2.9 80 3.2 90 3.5

100 3.7

Open

The characteristic of the EGR valve position sensor is displayed in the graph and table. The outp ut voltage can be found on the Tech 2. Desired position and actual position are compared and ECM adjusts EGR valve motor driven by duty cycle signal.

Notice! The EGR Position (DC Motor) in the Tech 2 is difference position (actual value – des ired value). This data display will be fixed to 0% when DTC is set relating to the EGR position sensor open o short circuit. To diagnose this DTC, observe the “Volts” in the data display.

To check EGR valve sticking, Actuator Test on the Tech 2 is suitable. The purpose of this test is for checking whether the actual position of t he EGR valve is moved within 0 - 100% as commanded. Restricted valve movement by foreign materials, excessive deposits o faulty valve could be considered if the EGR Position Difference is large.

Page 76

N*R 4HK1-TC Engine-75

EGR Valve

Connector Face

Related DTC

DTC Name On Scan

DTC

P0485 Exhaust Gas

Recirculation (EGR) Position Sensor Circuit Low Voltage

P0496 Exhaust Gas

Recirculation (EGR) Position Sensor Circuit High Voltage

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P1630 and P1635 are not

set.

 The ignition switch is ON.  The ignition voltage is more than

18 volts.

 DTCs P1630 and P1635 are not

set.



The ignition switch is ON.

 The ignition voltage is more than

18 volts.



The ECM detects that the EGR

valve position sensor signal voltage is less than 0.1 volts for 3 seconds.

 The ECM detect s that the EGR

valve position sensor signal voltage is less than 0.1 volts for 3 seconds.



Glow indicator lamp battery feed circuit is open

circuit or high resistance.

 Glow indicator lamp cont rol circuit is open circuit,

high resistance, short to ground, short to battery or ignition voltage circuit.

 Poor harness connector connection.  Faulty instrument pan el cluster (meter assembly).



Faulty glow indicator bulb.

 Faulty ECM.  Sensor 5V reference circuit is open circuit, high

resistance.



Sensor 5V reference circuit is short to ground or

short to the low reference circuit. (P1635 may also set.)



Sensor signal circuit is open circuit, high resistance,

short to ground or short to the low reference circuit.

 Poor harness connector connection.  Faulty EGR valve position sensor.



Faulty ECM.

Notice: EGR valve position sensor is internal t o EGR

valve assembly.

Page 77

N*R 4HK1-TC Engine-76

P0488 Exhaust Gas

Recirculation (EGR) Position Sensor Performance

 DTCs P1630 and P1634 are not

set.



The ignition switch is ON.

 The ignition voltage is more than

18 volts.

 The ECM detect s that the EGR

valve position sensor signal voltage is more than 4.9 volts for 3 seconds.

 Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1635 may also set.)

 Sensor signal circuit is 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 EGR valve position sensor.

 Faulty ECM.

Notice: EGR valve position sensor is internal t o EG R

valve assembly.

Page 78

PREHEATING SYSTEM

N*R 4HK1-TC Engine-77

Glow Setting C u rv e

Time (sec.)

-30 -20 -10 0 10 20 30

Engine Coolant Temperature (deg.C)

Relay On Time at Pre Glow Phase

The preheating system consists the engine control module (ECM), glow relay and glow plugs. The ECM switches glow relay depends on engine coolant temperature to energize the glow plugs. In the afte glow phase, the glow indicator lamp is not illuminated but glow plugs remain active for a certain period.

Commanded state of the glow r elay can be found on the Tech 2.Over 10deg. C (50 deg. F), glow relay is activated only 1 second. Also, indicator lamp is remaining ON 0.5 seconds when the ignition switch is turned ON.

Relay On T ime a t After Glow Phase Indicator Lamp On Time

Page 79

N*R 4HK1-TC Engine-78

Related DTC

DTC Name On Scan

DTC

P0380 Glow Plug Relay

P0381 Glow Indicator Lamp

Tool

Control Circuit

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

 The battery voltage is between 16

- 32 volts.

 The ignition voltage is more than

18 volts.

 The ECM detect s a high voltage

condition on the glow relay control circuit for longer than 3 seconds when the glow relay is commanded ON.

 The ECM detect s a low voltage

condition on the glow relay control circuit for longer than 3 seconds when the glow relay is commanded OFF.

 The ECM detect s a high voltage

condition on the glow indicator lamp control circuit for longer than 3 seconds when the lamp is commanded ON.

 The ECM detect s a low voltage

condition on the glow indicator lamp control circuit for longer than 3 seconds when the lamp is commanded OFF.

 Glow relay battery feed circuit is open circuit or high

resistance.



Glow relay control circuit is open circuit, high

resistance, short to ground, short to battery or ignition voltage circuit.

 Poor harness connector connection.  Glow relay is poor installat ion.  Faulty glow relay.  Faulty ECM.

 Glow indicator lamp battery feed circuit is open

circuit or high resistance.



Glow indicator lamp control circuit is open circuit,

high resistance, short to ground, short to battery or ignition voltage circuit.



Poor harness connector connection.

 Faulty instrument panel clust er (mete r assembly).  Faulty glow indicator bulb.  Faulty ECM.

Page 80

N*R 4HK1-TC Engine-79

EXHAUST BRAKE SYSTEM & ENGINE WARM UP SYSTEM

The exhaust brake system consists the exhaust brake valve, exhaust brake magnetic valve, exhaust brake switch and engine control mo dule (ECM). In addition to this, intake throttle valve is used to reduce engine noise during exhaust brake operation. The system is enabled following conditions are met.

Exhaust brake switch is ON



Accelerator pedal is not depressed



Clutch pedal is not depressed (M/T)



Vehicle speed is higher than specified range



1. Exhaust Brake Valve

2. Magnetic Valve

3. Air Filter

1. Intake Throttle Control Solenoid Valve

2. Vacuum Hose

3. Intake Throttle

4. Intake Manifold

5. Intake Pipe

Page 81

N*R 4HK1-TC Engine-80

In order to warm up the engine more quick ly and reduce white smoke at low temperature, engine warm up system is adopted. The engine load is increased by the exhaust pressure and energy in the engine is transmitted to cooling water t hrough the cylinder block, and warm up has been improved. Increasing the injection volume at the same time raises the exhaust temperature, and warm up is promoted , too.

The engine warm up system consists similar with exhaust brake system such as exhaust brake valve, exhaust brake magnetic valve, intake throttle valve, intake throttle solenoid and engine control module (ECM). The switch of engine warm up system is located on dash and the system is enabled following c onditions are met.

Engine warm up switch is ON



Accelerator pedal is not depressed



Engine coolant temperature is lower than 65 deg. C



(149 deg. F)

The exhaust brake magnetic valve and intake throttle control solenoid valve is energized if the above conditions are met. Then, the vacuum is supplied to the exhaust brake valve and intake throttle to close each valve. Also the desired engine idle speed will increase up to 740 RPM. If the desired idle sp eed is higher than this value such as low temperature condition, highe desired speed is selected for desired idle speed.

Page 82

N*R 4HK1-TC Engine-81

Related DTC

DTC Name On Scan

DTC

Exhaust Brake Control

P1681

Solenoid Valve Control Circuit Low Voltage

Exhaust Brake Control

P1682

Solenoid Valve Control Circuit High Voltage

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause

 The battery voltage is between 16

– 32 volts.

 The ignition switch is ON.  The engine is running.

 The battery voltage is between 16

– 32 volts.

 The ignition switch is ON.  The engine is running.

 The ECM detect s a low voltage

condition on the exhaust throttle control solenoid valve control circuit for longer than 3 second when the exhaust brake is commanded OFF.

 The ECM detect s a high voltage

condition on the exhaust throttle control solenoid valve control circuit for longer than 3 second when the exhaust brake is commanded ON.

 Exhaust throt tle solenoid valve voltage feed

circuit is open circuit or high resistanc e.

 Exhaust throttle solenoid valve control circuit is

open circuit, high resistance or short to ground.

 Poor harness connector connection.



Faulty exhaust throttle solenoid valve.

 Faulty ECM.  Exhaust throttle solenoid valve control circuit is

short to battery or ignition voltage circuit.

 Faulty exhaust thrott le solenoid valve.  Faulty ECM.

Page 83

POWER TAKE OFF (PTO) SYSTEM

N*R 4HK1-TC Engine-82

Remote PTO Accel. Sensor Characteristic -Reference-

5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

Position Sensor Output (Volts)

1.0

0.5

0.0 0 102030405060708090100

Re m o te P T O A c c e l. P o sitio n ( % )

Position (%) Volts

00.5 10 0.9 20 1.2 30 1.6 40 1.9 50 2.3 60 2.7 70 3.0 80 3.4 90 3.7

100 4.1

The engine control module (ECM) has the f unctionality to accommodate on PTO control. This PTO control is performed while the vehicle is stopped using an arbitrarily set engine speeds as the PTO desired en gine speed.

It is possible to use both inputs; additional remote PTO accelerator sensor at cabin outside and the accelerato pedal at cabin inside. Either of high request engine speed is chosen for PTO desired engine spee d.

The remote PTO accelerator sen sor can be e nabled when vehicle is stationary. The body builder-installed remote PTO accelerator sensor can variable increases o decreases the PTO engine speed while this sensor is operating. The sensor needs to be a potential me ter. The ECM supplies 5 volts reference circuit to the remote PTO accelerator sensor from the ECM 42 terminal connector. The ECM also provides a ground on the low reference circuit from the ECM 41 terminal. The ECM monitors the remote PTO accelerator sensor signal on the ECM 70 terminal.

The body builders can access remote PTO accelerato sensor harness connector. It is located near the fuse & relay box on the chassis frame side. But, it has DTC in case output voltage is higher than 4.8 volts.

It is possible even if not entering the PTO mode by using the PTO switch to get the PTO desired engine speed only by inputting from either of accelerato sensor, such as low load equipments.

However, the entering fuel injection characteristic is switched to the PTO mode when t he change in th e load characteristic is necessary f or t he engin e side according to the specification and the work characteristic of body builder.

The factory-option dash mounted PTO main switc h is us ed to enable or cancel PTO mode. PTO lever is moved to ON position, the engine speed will be set to the PTO standby engine speed. This PTO standby engine speed can change within 650 – 900 RPM if Smoother is fitted.

This PTO control is performed while the vehicle is stopped.

It is possible to increase the PTO desired e ngine speed by inputting from either of accelerator sensor, same procedure as without PTO switch.

Page 84

N*R 4HK1-TC Engine-83

Related DTC

DTC Name On Scan

DTC

PTO Engine Speed

P1120

Selector Sensor Circuit High Voltage

Tool

Condition for Running the DTC Condition for Setting the DTC Suspected Cause



DTCs P1630 and P1631 are not

set.

 The ignition switch is ON.



The ignition voltage is more than

18 volts.



The ECM detects that the PTO

accelerator sensor signal voltage is more than 4.8 volts.



Sensor 5V reference circuit is short to battery,

ignition voltage circuit or short to any 12V reference circuit. (P1631 may also set.)



Sensor signal circuit is 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 PTO accelerator sens or.



Faulty ECM.

Page 85

ANTI SLIP REGULATOR (ASR) SYSTEM

Anti Slip Regulator (ASR) system controls the engine torque to prevent the drive wheels slip when the vehicle with heavy accelerated or slippery road.

The ABS/ASR control unit (EHCU) calculates the engine control speed (average speed of the right and left drive wheels) and the vehicle speed (wheels on turned side = front right and left wheels) based on the signal from the wheel speed sensor of each whe el.

The engine control module (ECM) and EHCU communicates via controller area network (CAN) bus system. The ECM constantly sends an accelerator pedal position to the EHCU that is request signal by driver.

When slipping on the drive wheels are o ccurred, and the difference between the engine control speed and the vehicle speed reaches a predetermine d target value (point A), the EHCU sends a reduction accelerator pedal position signal to the ECM to reduce a fuel injection volume, so that the slipping amount may become proper (from point B).

N*R 4HK1-TC Engine-84

Page 86

N*R 4HK1-TC Engine-85

1. Load Sensing Proportioning Valve (LSPV)

2. Wheel Speed Sensor (Rear)

3. Electronic Hydraulic Control Unit (EHCU) (ABS Module)

4. Battery

5. Wheel Speed Sensor (Front)

6. ASR OFF Switch

7. Engine Control Module (ECM)

8. ASR Indicator Lamp

9. ABS Indicator Lamp

10. Data Link Connector

11. Brake Switch

Page 87

DIAGNOSTIC

MALFUNCTION INDICATOR LAMP (MIL)

N*R 4HK1-TC Engine-86

The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display t he engine symbol when commanded ON:

The MIL indicates that an emission related fault has occurred and vehicle service is required.

The following is a list of the modes of o peration for the MIL:

The MIL illuminates when the ignition switch is turned



ON, with the engine OFF. This is a bulb te st to ens ure the MIL is able to illuminate.

 The MIL turns OFF after the engine is started if a

diagnostic fault is not present.

 The MIL remains illuminated after the engine is

started if the ECM detects a fa ult. A diagnostic trouble code (DTC) is stored any time the ECM illuminates the MIL due to an emission related fault.

Page 88

DATA LINK CONNECTOR (DLC)

Data Link Connector Face

FLASH DIAGNOSTIC TROUBLE CODE

N*R 4HK1-TC Engine-87

Data link connector (DLC) is fixed to the driver’s side dash panel on the. The communication between the Tech 2 and ECM is established using Keyword 2000 serial data communication.

1. Di ag Request SW (ECM)

2. Cl ass 2 Communication Line (ABS Module)

3. Not Used

4. Connected to Ground

5. Connected to Ground

6. Not Used

7. K eyword 2000 Commination Line (ECM, SRS, Soomther or HSA)

8. Not Used

9. Not Used

10. Not Used

11. Diag Request SW (Soomther or HSA)

12. Diag Request SW (ABS Module)

13. Diag Request SW (SRS Module)

14. Not Used

15. Not Used

16. Not Used

The diagnostic trouble code(s) (DTCs) stored in the ECM’s memory can be read either throug h a hand-held diagnostic scanner such as Tech 2 plugged into the DLC or by counting the number of flashes of the Malfunction Indicator Lamp (MIL) when the diagnostic test terminal of the DLC is grounded. The DLC terminal “1” (diagnostic request switch) is pulled “Low” (grounded) by jumped to DLC terminal “4”, which is a ground wire.

Once terminals “1” and “4” have been connected, the ignition switch must be moved to the “ON” position, with the engine not running. The MIL will indicate a DTC three times is a DTC is present and his tory. I f m ore than one DTC has been stored in the ECM’s memory, the DTCs will be output numerical order with each DTC being displayed three times. The DTC display will continue as long as the DLC is shorted. When the engine is started, only present DTCs will be output.

Page 89

N*R 4HK1-TC Engine-88

Clearing Diagnostic Trouble Codes (DTCs) with The Tech 2 or without Tech2

Do not clear DTCs unless directed to do so by the service information provided for each diagnostic procedure. To clear DTCs, use the Tech 2 “Clear DTC Information”. I there is no Tech 2, history DTCs cannot be cleared by driving cycles. Following procedure must be done in case without Tech 2.

Preparation:

1. Turn the ignition ON.

2. Short the terminal 1 and 4 at DLC.

Operating Procedure:

1. Depress accelerator pedal within 1 – 3 se co nds.

2. Release accelerator pedal within 1 – 3 seconds.

3. Depress accelerator pedal within 1 – 3 se co nds.

4. Release accelerator pedal within 1 – 3 seconds.

5. Depress accelerator pedal within 1 – 3 se co nds.

Page 90

TECH 2 SCAN TOOL

      F0: Diagnostic Trouble Codes   F0: Read DTC Info As Stored By ECU   F1: Clear DTC Information  F1: Data Display  F2: Snapshot 

F3: Actuator Test

  F0: Common Rail System    F0: Rail Pressure Control    F1: Injector Balancing    F2: Injection Timing    F3: Pre Injection Stop    F4: Injector Forced Drive  

F1: Device Controls

   F0: Glow Plug Relay    F1: Exhaust Brake Control    F2: EGR Control  F4: Programming   F0: Injector ID Code    F0: Injector ID Code       F2: Upload ID Code        

F1: ID Code Registration

F3: Download ID Code

N*R 4HK1-TC Engine-89

Operating Procedure

1. Press Enter at start screen.

2. Select “F0: Diagnostic” then press Enter.

3. Select the appropriate vehicle identification.

4. Select “F0: Powertrain” then press Enter.

5. Select “4HK1”

The table in left-hand side shows, which functions are used the available equipment versions.

F0: Diagnostic Trouble Code

The purpose of the “Diagnostic Trouble Code” mode is to display stored trouble code in the EC M. When “Clea DTC Information” is selected, ”Clear DTC Information”, warning screen appears. This screen informs you that by cleaning DTC's “all stored DTC information in the ECM will be erased”.

Page 91

N*R 4HK1-TC Engine-90

Injector Balancing



The purpose of this test is for checking whether the fuel injector is operated when it co mmand ed O N/OFF. Faulty injector(s) could be considered that does not change the engine speed when commanded OFF.

Injection Timing



The purpose of this test is for checking whether the main injection timing is changed within -5 - 10°CA as commanded.

 Pre Injection Stop

The purpose of this test is for checking whether the fuel injector is operated when it commanded Stop. Faulty injector(s) could be considered that does not change engine noise when commanded Stop.

 Injector Forced Drive

The purpose of this test is for checking whether the fuel injector is operated when it co mmand ed O N/OFF. Faulty injector(s) could be considered that does not create clicking noise (solenoid operating noise), interrupted noise or abnormal noise when commanded ON.

Glow Plug Relay



The purpose of this test is for checking whether the glow relay is operated when it commanded ON. Faulty circuit(s) or relay could be considered when not energizing with commanded ON.

Exhaust Brake Control



The purpose of this test is for checking whether the exhaust brake solenoid valve or throttle diaphragm valve is operated when it commanded ON. Restricted diaphragm valve movement by shaft sticking, kinked or disconnected vacuum hos e or faulty solenoid valve could be considered when not operating with commanded ON.

 EGR Control

The purpose of this test is for checking whether the actual position of the EGR valve is moved within 0 100% as commanded. Restric ted valve movement by foreign materials, excessive deposits or faulty valve could be considered if the EGR Position Difference is large.

Page 92

F4: Programming

The purpose of “Programming” is to program the fuel injector ID code into the ECM if the fuel inject or or ECM is to be replaced.

Fuel Injector ID Code Data Programming Procedure

1. Install the Tech 2.

2. Turn ON the ignition, with the engine OFF.

3. Select Diagnostics > appropriate vehicle identification > Powertrain > appropriate engine model > Programming > ID Code Registration.

4. Select replaced cylinder and press Change. Input 22 figures. Then, input in order from the upper sequence to the lower sequence from the left end to the right end. The correct order for the left illustration is as follows:

56 00 D1 CA 00 00 EC 00 23 14 21

fter complete the registration, turn OFF the ignition

for 30 second.

6. Turn ON the ignition.

7. Select Injector ID Code. At this point, all registered fuel injector ID code data can be verified. Compare the ID code values registered into the ECM with the replaced each fuel injector including the last 2 figures. The correct order for the left illustration is as follows:

56 00 D1 CA 00 00 EC 00 23 14 21 B7

ECM Replacement Overview Uploading the Fuel Injector ID Code Data from the

ECM Important: Only perform this procedure if the ECM is

being replaced. The current fuel injector ID code data can be determined with the Tech 2. If the E CM do es not communicate with the Tech 2, go to the next procedure.

1. Install the Tech 2.

2. Turn ON the ignition, with the engine OFF.

8. Select Diagnostics > appropriate vehicle identification > Powertrain > appropriate engine model > Programming > Upload ID Code.

4. After complete the upload, turn OFF the Tech 2.

5. Turn OFF the ignition.

N*R 4HK1-TC Engine-91

Page 93

Retrieving the Fuel Injector ID Code Data with a Non-communicating ECM

Important: Only perform following procedure if the ECM

is being replaced and the Tech 2 does not communicate. The current fuel injector I D code data can not be determined with the Tech 2, the fuel injecto numbers must be recorded from the factory affixed label on the cylinder head cover or each fuel injector ID plate.

Recording from the label on cylinder head cover; Important: Only perform this procedure if the fuel

injectors are not being replaced in the past .

1. Record all numbers of each cylinder on the label.

1. Cylinder Number 1 Fuel Injector ID Code

2. Cylinder Number 2 Fuel Injector ID Code

3. Cylinder Number 3 Fuel Injector ID Code

4. Cylinder Number 4 Fuel Injector ID Code

5. Injector ID Code Label

6. Cylinder Head Cover

Recording from the each injector ID Plate;

1. Remove the cylinder head cover.

2. Record 24 figures of each fuel injector ID plate. The correct order for the left illustration is as follows:

56 00 D1 CA 00 00 EC 00 23 14 21 00 00 00

ECM Removal & ECM Installation

Fuel Injector ID Code Data Programming Procedure Important: Only perform this procedure if the fuel

injector ID code data can be uploaded wit h the Tech 2. If the ECM can not be uploaded with the Tech 2 , go to the next procedure.

1. Install the Tech 2.

2. Turn ON the ignition, with the engine OFF.

3. Select Diagnostics > appropriate vehicle identification

> Powertrain > appropriate engine model > Programming > Download ID.

fter complete the download, turn OFF the ignition for

30 second.

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Page 94

N*R 4HK1-TC Engine-93

5. Turn ON the ignition.

6. Select Injector ID Code then press Enter . At this point,

all downloaded fuel injector ID code data can be verified. Compare the ID code values downloaded into the ECM and each fuel injector.

7. Start the engine and let idle.

Important: In order to make the fuel supply pump characteristic learn into the replaced ECM, let the engine idle until warm-up. If the fuel system DTC’s stored in the meantime, once clear DTC and warm-up the engine again.

Important: If the curre nt injector ID code data can not be uploaded with the Tech 2, the recorded all numbe rs must be entered into the Tech 2.

1. Install the Tech 2.

2. Turn ON the ignition, with the engine OFF.

3. Select Diagnostics > appropriate vehicle identification

> Powertrain > appropriate engine model > Programming > ID Code Registration.

4. Select the cylinder 1 to 4 and press Ch ange. Input 22

figures. Then, input in order from the upper sequence to the lower sequence from the left end to the right end. The correct order for the left illustration is as follows:

56 00 D1 CA 00 00 EC 00 23 14 21

fter complete the registration, turn OFF the ignition

for 30 second.

6. Turn ON the ignition.

7. Select Injector ID Code.

t this point, all registered fuel injector ID code data can be verified. Compare the ID code values registered into the ECM with the replaced each fuel injector including the last 2 figures. The correct order for the left illustration is as follows:

56 00 D1 CA 00 00 EC 00 23 14 21 B7

Page 95

N*R 4HK1-TC Engine-94

TECH 2 DATA & DEFINITIONS

Tech 2 Parameter Units Displayed Definitions

Ignition Voltage Volts This parameter displays the ignition voltage measure d by the ECM at

the ignition feed circuit. Voltage is applied to the ECM when the ignition switch is ON position.

Battery Voltage Volts This parame ter displays the system voltage measure d by the ECM at

the ECM main relay voltage feed circuit .

Desired Idle Speed RPM

Engine Speed RPM This parameter displays the speed of the crankshaft signal input to

The idle speed that is requested by the ECM. The ECM will change desired idle speed based on engine coolant te mperature (ECT) and Idle up sensor status

the ECM from the crankshaft position (CKP) sensor. If the CKP sensor is failed, the camshaft position (CMP) is substituted with CKP sensor. The Tech 2 will display the engine speed in revolution per minute (RPM).

APP Sensor 1

Volts This paramete r displays the voltage signal input to the ECM from the

(Accelerator Pedal

Position)

APP Sensor 2

Volts This paramete r displays the voltage signal input to the ECM from the

(Accelerator Pedal

Position)

Accelerator Pedal

% This parameter displays the angle of the accelerator pedal as

Position

Fuel Rail Pressure MPa / psi

Fuel Rail Pressure

Volts This parameter displays the voltage signal input to the ECM terminals

Sensor

accelerator pedal position (APP) sensor 1 of the APP sensor assembly. APP sensor 1 is a range of values indicatin g a low voltage when the accelerator pedal is not depressed to a high voltage when the accelerator pedal is fully depressed.

accelerator pedal position (APP) sensor 2 of the APP sensor assembly. APP sensor 2 is a range of values indicating a high voltage when the accelerator pedal is not d epressed to a low voltage when the accelerator pedal is fully depressed.

calculated by the ECM using the signal input from the accelerator pedal position sensors. The APP indicate d angle is a rang e of values indicating a low percentage when the accelerator pedal is not depressed to a high percentage when the accelerator pedal is fully depressed.

This parameter displays the difference of actual and desired fuel rail

pressure (actual – desired) as calculated by the ECM using the signal from the fuel rail pressure (FRP) sensor. The negative value is indicating a lower actua l pressure. The positive value is indicating a higher actual pres sure. This valu e is liste d in psi o MPa.

from fuel rail pressure (FRP) sensor. FRP sens or is a range of value s indicating a low voltage when the fuel ra il pressure is low to a high voltage when the fuel rail pressure is high.

Rail Pressure

Feedback

Restart Mode /

Shutoff Mode /

Wait Mode /

Feedback Mode

This parameter displays the state of the fuel rail pressure feedback to the ECM. “Wait Mode” indicates the ignition switch is turned ON position. “Feedback Mode” indicates the engine is during crank or run. “Shutoff Mode” indicates the ignition switch is turned OFF position. “Restart Mode” indicates the ignition s witch continues being OFF position from “Shutoff Mode”.

Page 96

N*R 4HK1-TC Engine-95

Tech 2 Parameter Units Displayed Definitions

SCV Duty Cycle % This parameter displays the suction control valve (SCV) control duty

signal from the ECM terminals. When the s mall duty signal, the SCV is controlled to open (fuel supply to the fuel rail is increased). When the large duty signal, the SCV is controlled to clos e (fuel su pply to th e fuel rail is reduced).

SCV Current mA This parameter displays the suction control valve (SCV) control

feedback current input to the ECM terminals from the SCV. When th e low current is supplied, the SCV is controlled to open (fuel supply to the fuel rail is increased). When the high c urrent is su pplied, the SCV is controlled to close (fuel supply to the fuel rail is reduced).

Coolant Temperature

Sensor

Volts This parame ter displays the temperature of the engine coolant base d

on signal input from the engine coolant temperature (ECT) se nsor to the ECM. The Tech 2 will display a low signal voltage when the temperature is high and a high signal voltag e wh en the te mp era t ur e is low.

Coolant Temperature °C / °F This parameter displays the temperature of the engine coolant as

calculated by the ECM using the signal inpu t from the engine coolan t temperature (ECT) sensor. The Tech 2 will display a low temperature when signal voltage is high and a high te mperature when the signal voltage is low.

Intake Air Temperature

Sensor

Volts This parameter displays the temperature of the intake air based on

signal input from the intake air temperature (IAT) sensor to the ECM. The Tech 2 will display a low signal voltage when the temperature is high and a high signal voltage when the temperature is low.

Intake Air Temperature °C / °F This parameter displays the temperature of the intake air as

calculated by the ECM using the signal input from the intake air temperature (IAT) sensor. The Tech 2 will display a low temperatur e when signal voltage is high and a high te mperature when the signal voltage is low.

Fuel Temperature

Sensor

Volts This parameter displays the temperature o f the fuel based on signal

input from the fuel temperature (FT) sensor to the ECM. The Tech 2 will display a low signal voltage when the temperature is high and a high signal voltage when the temperature is low.

Fuel Temperature

C / °F This parameter displays the temperature of the fuel as calculated by

the ECM using the signal input from the fuel tempera ture (FT) sens or. The Tech 2 will display a low temperature when signal voltage is high and a high temperature when the signal voltage is low.

Barometric Pressure

Sensor

Volts This parameter displays the voltage signal input to the ECM from

barometric pressure (BARO) sensor. BARO sensor is a range of values indicating a low voltage where in high altitude area.

Barometric Pressure KPa This parameter displays the barometric pr essure as calculated by the

ECM using the signal input from the barometric pressure (BARO) sensor.

EGR Position Se nsor Volts This parameter displays the voltage signal input to the ECM from the

EGR position sensor of the EGR valve. EGR position sensor is a range of values indicating a low voltage when the EGR valve is closed to a high voltage when the EGR valve is opened.

Page 97

Tech 2 Parameter Units Displayed Definitions

N*R 4HK1-TC Engine-96

EGR Position (DC

Motor)

% This parameter displays the difference of actual and desired EGR

valve position (actual – desired) as calculated by the ECM using the signal from the EGR position sensor. The negative value is indicatin g a lower actual valve position. The positive value is indicating a higher actual valve position.

EGR Motor Du ty Cycle % This parameter displays the EGR valve control duty signal from the

ECM. When the small duty signal, the EGR valve is controlled to close. When the large duty signal, the EGR valve is controlled to open.

Boost Pressure Sensor Volts

This parameter displays the voltage signal input to the ECM from boost pressure sensor.

Boost Pressure kPa This p arameter displays the boost pr essure in the intake manifold as

calculated by the ECM using the signal input from the boos t pressure sensor. True boost pressure is determin ed by subtracting BAR O from the actual reading.

ASR Control

Accelerator

% This parameter indicates the range of the operation with the

accelerator pedal when anti slip regulator (ASR) sys tem operates is displayed. 100% indicates that the ASR does not operate. Fuel injection decreases in the effect of ASR system while becoming a low percentage.

Vehicle Speed km/h / MPH This parameter indicates the vehicle speed calculated by the ECM

based on input from the vehicle speed sensor (VSS) to the EC M. The Tech 2 will display a high value at higher vehicle speeds, and a low value at lower vehicle speeds.

Cylinder 1

Compensation

mm3/st

This parameter displays the adjustment of fuel volume for cylinder 1 at low engine speed area (from idle to around 1000RPM) as calculated by the ECM. When the compensation volume is negative, the fuel volume is reducing. When the compensation volume is positive, the fuel volume is increasing. If there is a cylinder that is excessively high or low, it may indicate faulty fuel injector, weak o slightly seized cylinder. Or fuel injector ID code may incorrectly programmed.

Cylinder 2

Compensation

mm3/st This parameter displays the adjustment of fuel volume for cylinder 2

at low engine speed area (from idle to around 1000RPM) as calculated by the ECM. When the compensation volume is negative , the fuel volume is reducing. When the compensation volume is positive, the fuel volume is increasing. If there is a cylinder that is excessively high or low, it may indicate faulty fuel injector, weak or slightly seized cylinder. Or fuel injector ID code may incorrectly programmed.

Cylinder 3

Compensation

mm3/st This parameter displays the adjustment of fuel volume for cylinder 3

Page 98

Tech 2 Parameter Units Displayed Definitions

N*R 4HK1-TC Engine-97

Cylinder 4

Compensation

mm3/st This parameter displays the adjustment of fuel volume for cylinder 4

Engine Mode Halt Mode / Wait

Mode / Crank

Mode / Fuel

Mode

This parameter displays the state of engine. Wait Mode” indicates the ignition switch is turned ON position. “Crank Mode” indicates the engine is during crank. “Fuel Mode” indicate s the engine is run. “Halt Mode” indicates the ignition switch is tuned OFF position.

QWS Switch On / Off This parameter displays the inp ut statu s of the e ngine warm up switch

to the ECM. The Tech 2 will display On or Off. On indicates the engine warm up switch is closing the engine quick warm up system request circuit to the ECM. Off indicates the engine warm up sw itch is open.

Ignition Switch On / Off This para meter displays the input status of the ignition switch to the

ECM. The Tech 2 will display On or Off. On indicates the ignition switch is turned ON position.

Starter Switch On / Off This parameter displays the input status of the starter switc h to the

ECM. The Tech 2 will display On or Off. On indicates the ignition switch is turned at START position.

Clutch Switch On / Off

This parameter displays the state of the clutch pedal as de te rmined by the ECM based on an input from the clutch pedal switch. The Tech 2 will display On or Off. On indicates the clutch pedal is not being push down. Off indicates the clutch switch is being depressed.

Park/ Neutral Switch On / Off This parameter displays the input status of the neutral switch (M/T) to

the ECM. The Tech 2 will display On or Off. On indicates the neutral switch is ON position (actual position).

Parking Switc h On / Off This parameter displays the input status of the pa rk brake switch to

the ECM. The Tech 2 will display On or Off. On indicates the park brake is ON position (lever is pulled position).

Exhaust Brake Switch On / Off This parameter displays the input statu s of the exhaust brake switch

to the ECM. The Tech 2 will display On or Off. On indicates the exhaust brake switch is closing the exhaust brake request circuit to the ECM and allowing to energize the exhaust brake throttle valve and intake throttle solenoid valve depending on driving condition. Off indicates the exhaust brake s witch is open and exhaust brake relay will not engage.

Exhaust Valve R/L

Control Status

On / Off

This parameter displays the commanded s tate of the exhaust brake solenoid valve control circuit. The Tech 2 will display On or Off. On indicates the exhaust brake solen oid valve is being energized by the ECM. Off indicates the exhaust brake solenoid valve is not being commanded On by the ECM.

PTO Switch On / Off

PTO Accelerator

Opening

% This parameter displays the angle of the remote PTO accelerator

This parameter displays input status of the PTO switch to the ECM. The Tech 2 will display On or Off.

sensor as calculated by the ECM using the signal input from the

Page 99

Tech 2 Parameter Units Displayed Definitions

remote accelerator pedal position sensors.

PTO Accelerator

Sensor

Volts

This parameter displays the voltage sig nal sent to the ECM from the PTO throttle sensor. The PTO throttle sensor is a range of values indicating a low voltage when the throttle sensor is not operated to a high voltage when the throttle sensor is fully operated.

Idle Up Volume Sensor Volts

This parameter displays the voltage sig nal sent to the ECM from the idle up sensor. The idle up sens or has a range of values indic ating a low voltage when the idle up sensor rotates in a counterclockwise direction to a high voltage when the idle up sensor rotates in a clockwise direction.

A/C Clutch Switch On / Off

This parameter displays the state of the air conditioning (A/C) compressor engage. On indicates the ECM receiving an A/C compressor On signal. Off ind icates the ECM is not receiving an A/C compressor On signal.

N*R 4HK1-TC Engine-98

ABS Exh. Brake Cut

Request

On / Off This parameter displays the input status of the exhaust brake cut

request from the EHCU (ABS unit) to the ECM. The Tech 2 will display On or Off. On indicates the EHCU is commanding to the ECM to release the exhaust brake. Off indicates the EHCU is not being commanded.

TCM Exh. Brake Cut

On / Off To be removed

Request Idle Stop System On / Off To be removed Refrigetor Switch On / Off This parameter displays the state of the refrigaetor compressor

engage. On indicates the ECM receiving a refrigator compressor On signal. Off indicates the ECM is not receiving a refrigator compressor On signal.

Glow Relay Control On / Off This parameter displays the commanded state of the glow relay

control circuit. The Tech 2 will display On or Off. On indicates the glow relay control circuit is being grounded by the ECM, allowing voltage to the glow plugs. Off indicates the glow relay is not being commanded ON by the ECM.

Diagnostic Switch To be removed Engine Start Counts To be removed Engine Start Counts

To be removed

(Starter Exchange)

Page 100

N*R 4HK1-TC Engine-99

ENGINE CONTROL SYSTEM CHECK SHEET

Inspectors Name

Customer’s Name Model & Model Year Driver’s Name Chassis No. Date Vehicle Brought In Engine No. License No. Odometer Reading Km/miles

Engine Does

□

Not Run Hard Start

□

Incorrect Idle

□

Poor

□

Driveability

Problem Symptoms

□

Engine Stall □ Other ( )

Others

□

Dates problem occurred Problem frequency

Weather Outside

Temperature Place

Load Condition Engine

Temperature

Engine Operation

Condition When Problem Occurs

Fuel Amount Fuel Bland

Engine does not crank

□

Engine cranks slowly

□

Abnormal idling speed

□

Rough idling

□

Other ( )

□ □ Hesitation, sag, stumble □ Surge, chuggles □ Cut out, misses

Lack of power, sluggishness, sponginess

□

Other ( )

□

Soon after starting

□

During A/C operation

□

□ Black smoke □ White smoke □ Poor fuel economy

Fuel knock, combustion noise

□

Other ( )

□

Constant

Other ( )

□

Fine

□

Various/Other ( )

□

Hot (approx. )

□

Any temperature

□

Highway

□

Downhill

□

Over (approx. tons)

□

Other (approx. tons)

□

Cold

□

Other ( )

□

Starting

□

Racing

□

Deceleration

□

Other ( )

□

Full

□

□ Intermittently ( times per day/month) □

Cloudy

□

Warm

□

Suburbs

□

Rough road

□

Warming up

□

Just after starting ( Min.)

□

Driving

□

A/C switch On/Off

□

Above 1/2

□

No initial combustion

□

Other (

□

High idling speed

□

( RPM)

After accelerator pedal depressed

□

After accelerator pedal released

□

Rainy

□

Cool

□

City area

□

Other ( )

□

No load

□

After warming up

□

Constant speed

□

Below 1/2

□

No complete combustion

□

□ Low idling speed ( RPM)

Shifting from N to D

□

Once only

Snow

□

Cold (approx. )

□

Uphill

□

Any temperature

□

Idling

□

Acceleration

□

Near empty

□

)

Condition of MIL

Diagnostic Trouble Code (DTC) or Flash Code

Other Additional Condition

Present Code

History Code

Remains On

□

Nothing

□

Nothing

□

Intermittently turns On

□

Code No. (

□

Code No. (

□

Does not turn On

□

)

Isuzu 4HK-1 Engine Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual