Isuzu 4HL1 Workshop Manual

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Page 1

WORKSHOP MANUAL

727 (N SERIES)

ENGINE CONTROL SYSTEM

(4HL1 ENGINE)

SECTION 1A

International Service & Parts

Tokyo, Japan

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N O T I C E

Before using this Workshop Manual to assist you in performing vehicle service and maintenance operations, it is recommended that you carefully read and thoroughly understand the information contained in Section - 0A under the headings “GENERAL REPAIR INSTRUCTIONS” and “HOW TO USE THIS MANUAL”.

All material contained in this Manual is based on the latest product information available at the time of publication. All rights are reserved to make changes at any time without prior notice.

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Engine Control System 1A-1

ENGINE

Engine Control System

CONTENTS

Engine Control System . . . . . . . . . . . . . . . . . . . . 1A-2

Precautions on Service . . . . . . . . . . . . . . . . . . 1A-2

Function and Operation . . . . . . . . . . . . . . . . . . 1A-3

Powertrain System Components . . . . . . . . . . . 1A-9

Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . 1A-20

Strategy-Based Diagnostics . . . . . . . . . . . . . . 1A-38

Functional Check List . . . . . . . . . . . . . . . . . . . 1A-44

Hearing Diagnostic . . . . . . . . . . . . . . . . . . . . . 1A-44

On-Board Diagnostic (OBD) System Check . 1A-47

Inactive CHECK ENGINE Lamp Check . . . . . 1A-50

Unblinking CHECK ENGINE Lamp Check . . . 1A-54 ECM Power Supply and Grounding System Circuit

Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-56

Diagnosis with Tech 2 Scan Tool . . . . . . . . . . 1A-59

Diagnostic Chart . . . . . . . . . . . . . . . . . . . . . . . 1A-88

DTC14 - CMP Sensor System Fault . . . . . . . 1A-93

DTC15 - CKP Sensor System Fault . . . . . . . . 1A-97

DTC18 - Starter Degradation (For Only Vehicles

Equipped with Idle Stop Function) . . . . . . . . 1A-101

DTC22 - IAT Sensor System Fault . . . . . . . . 1A-103

DTC23 - ECT Sensor System Fault . . . . . . . 1A-107

DTC24 - Accelerator Sensor System Fault . 1A-112 DTC25 - Vehicle Speed Sensor System

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-116

DTC28 - PTO Accelerator Sensor System

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-120

DTC31 - Idle Up Volume System Fault . . . . 1A-123

DTC33 - VIM Internal Fault (EEPROM Write

Error) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-127

DTC34 - ECM Internal Fault (Charge Circuit

Fault) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-129

DTC35 - VIM Internal Fault (A/D Conversion

Fault) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-132

DTC43 - ITP Sensor System Fault . . . . . . . . 1A-134

DTC44 - EGR Valve Position Sensor System

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-139

DTC45 - EGR Valve System Fault . . . . . . . . 1A-144

DTC46 - Exhaust Brake System Fault . . . . . 1A-147

DTC51 - ECM Internal Fault (CPU Error / CPU

History Error) . . . . . . . . . . . . . . . . . . . . . . . . 1A-150

DTC52 - ECM Internal Fault

(Sub CPU Error) . . . . . . . . . . . . . . . . . . . . . . 1A-152

DTC61 - Intake Throttle Valve System Fault 1A-154 DTC71 - Barometric Pressure Sensor Fault 1A-157

DTC81 - Clutch Switch System Fault . . . . . . 1A-159

DTC82 - Neutral Switch System Fault . . . . . 1A-163

DTC84 - CAN Communication Fault

(CAN Bus Error) . . . . . . . . . . . . . . . . . . . . . . 1A-166

DTC86 - CAN Communication Fault

(CAN Timeout Error) . . . . . . . . . . . . . . . . . . . 1A-169

DTC115 - Common Rail Pressure Sensor Fixed

Output Fault . . . . . . . . . . . . . . . . . . . . . . . . . 1A-172

DTC1 18 - Common Rail Pressure Fault

(Control System) . . . . . . . . . . . . . . . . . . . . . 1A-177

DTC158 - Injector Power Supply System Short

(Common 1) . . . . . . . . . . . . . . . . . . . . . . . . . 1A-182

DTC159 - Injector Power Supply System Short

(Common 2) . . . . . . . . . . . . . . . . . . . . . . . . . 1A-186

DTC21 1 - Fuel Temperature Sensor System

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-190

DTC217 - SCV Drive System Short . . . . . . . 1A-195

DTC227 - No Pump Pressure Feed (Fuel Leak)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-198

DTC241 - Idle Position Switch Circuit Open

Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-203

DTC242 - Idle Position Switch Circuit Short . 1A-206 DTC245 - Common Rail Pressure Sensor

System Fault . . . . . . . . . . . . . . . . . . . . . . . . 1A-209

DTC247 - SCV Drive System Fault . . . . . . . 1A-215

DTC271 - Cylinder 1 (Injector Drive System)

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-219

DTC272 - Cylinder 2 (Injector Drive System)

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-223

DTC273 - Cylinder 3 (Injector Drive System)

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-227

DTC274 - Cylinder 4 (Injector Drive System)

Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-231

DTC277 - Injector Power Supply System Open

Wiring Fault (Common 1) . . . . . . . . . . . . . . . 1A-235

DTC278 - Injector Power Supply System Open

Wiring Fault (Common 2) . . . . . . . . . . . . . . . 1A-239

DTC416 - Main Relay System Fault . . . . . . . 1A-243

DTC417 - Starter Switch System Fault . . . . 1A-246

DTC543 - High Engine Speed Error . . . . . . . 1A-249

Default Matrix Table . . . . . . . . . . . . . . . . . . . 1A-250

Special Tools . . . . . . . . . . . . . . . . . . . . . . . . 1A-256

Wiring Harness Repair: Shielded Cable . . . . . 1A-257

Removal Procedure . . . . . . . . . . . . . . . . . . . 1A-257

Installation Procedure . . . . . . . . . . . . . . . . . 1A-257

Twisted Leads . . . . . . . . . . . . . . . . . . . . . . . . . 1A-258

Removal Procedure . . . . . . . . . . . . . . . . . . . 1A-258

Installation Procedure . . . . . . . . . . . . . . . . . 1A-258

Weather-Pack Connector . . . . . . . . . . . . . . . . 1A-260

Removal Procedure . . . . . . . . . . . . . . . . . . . 1A-260

Installation Procedure . . . . . . . . . . . . . . . . . 1A-260

Special Tools . . . . . . . . . . . . . . . . . . . . . . . . 1A-261

Com-Pack III . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-262

General Information . . . . . . . . . . . . . . . . . . . 1A-262

Metri-Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-263

Removal Procedure . . . . . . . . . . . . . . . . . . . 1A-263

Installation Procedure . . . . . . . . . . . . . . . . . 1A-263

Special Tools . . . . . . . . . . . . . . . . . . . . . . . . 1A-263

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1A-2 Engine Control System

ngine Control System

Precautions on Servic e

Circuit test tools

Unless otherwise specified in diagnostic procedures, do not use Test Light to diagnose the powertrain electrical system. When diagnostic procedures need probe connector, use Connector Test Adapter Kit 58840-0385-0.

On-market electrical equipment and vacuum devices

On-market electrical equipment and vacuum devices refer to those components that will be installed to vehicles after shipme nt from manufacturing plants. Be careful that installation of these components is not considered during the process of vehicle design.

CAUTION: Do not install on-market vacuum devices to vehicles.

CAUTION: Connect on-market electrical equipment, as well as its power supplies and grounds, to the circuits isolated from the electronic control system.

The on-market electrical equipment, even when installed to vehicles in normal manner, may bring functional troubles to the electronic control system. Affected devices include those not connected to the vehicle electrical equipment system, for example, mobile phones or radios. Therefore, when you intend to diagnose the powertrain, check such the on-market electrical equipment has not been installed to the vehicle and, if installed, remove it. If faults still occur even after removal of on-market electric al equipment, diagnose the vehicle according to normal procedures.

Damage by electrostatic discharge

Electronic components used in the electronic control system are designed to w ork at very low volta ges and, for this reason, they are susceptible to damage by electrostatic discharge and some types of electronic components may be damaged even by the static electricity of less th an 100 V that is us ually not sensed by persons. Persons’ sensitivity level is 4,000 V. Persons are electrostatically charged in various ways and the most typical e lectrification sources are f riction and induction. Shown below are examples.

• Electrification by friction occurs when a person slides on the seat in the vehicle.

• Electrification by induction occurs when a person with insulating shoes is standing near a highly electrifiable substance and touches a ground momentarily. Electric charges with the same

polarity flow out and resultantly the person is charged at high opposite polarity. Since static electric charges cause damages, it is important when you handle or test electronic components.

CAUTION: To prevent damages by electrostatic discharge, follow the guidelines shown below.

• Do not touch ECM connector pins as well as electronic components soldered to the ECM circuit board.

• Do not unpack each replacement component until preparations are completed for the component.

• Before taking out a component from the package, connect the package to the normal grounding line of the vehicle.

• When you intend to slide on the seat, change the posture from standing to sitting, or wa lk by a certain distance to handle a component, touch an appropriate grounding material.

Wire color

All wiring harnesses are id entifi ed using colored jac ket. The wiring harness used for the main circuit in an electrical system is identifi ed with sing le color while t he wiring harness used for the sub- circu it is i dentif ied with color stripe. The following rule is used in each wiring diagram to indicate size and color of a wiring harness.

eg. : 0.5 GRN / RED

LNW21ASH000101-X

Legend

1. Red (stripe color)

2. Green (base color)

3. Harness size (0.5 mm

)

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Engine Control System 1A-3

Symbol Color Symbol Color

BBlackBRBrown

W White LG Light green

R Red GR Gray GGreenP Pink Y Yellow LB Light blue L Blue V Violet OOrange

Function and Operation

Electronic Control System

The electronic control system processes the data, which has been collected with various types of sensors, by means of the control program installed to ECM (engine control module) to totally control engine parameters such as fuel injection quantity, injection timing, engine startup, altitude compensation, and EGR.

ECM ECM Description

The ECM is mounted in th e inner part of the engine lef t side cover. The ECM monitors variou s data sent from diversified sensors and controls systems in the powertrain. The ECM diagnoses these systems to detect faults with respect to system operations and inform the driver of faulty condition via the CHECK ENGINE lamp (MIL) and stores DTCs (diagnostic trouble codes). DTC identifies the trouble generation area to aid repairs by service operators.

Function of ECM

ECM supplies 5 V and 12 V voltages to various sensors and switches. Since powers are supplied via high resistances in EC M, Test Light, even when c onnected to the circuit, will not be lit. In a special case, a no rmal voltmeter does not indicate correct values since the resistance of the ins trument i s too low. To get a ccurate readings, you need a digital voltmeter whose input impedance is at least 10 MΩ. The special tool 5-88400366-0 is a proper choice for this measurement. In the ECM, the output c ircuit is controlled by regulati ng the grounding system or power circuit via transistor or either of the devices listed below.

• Output driver module (ODM)

• Quad drive module (QDM)

ECM and Components

The ECM is designed to offer excellent drivability and fuel economy while achieving exhaust gas emission control requirements. The ECM monitors engine and vehicle functions via various electronic sensors such as CKP (crank position) and VS (vehicle speed) sensors.

Voltages from ECM

The ECM supplies reference voltages to various switches and sensors. Resistances of the ECM are very high and this allows the ECM to supply voltages to these devices, and v oltages actually app lied to circuits are low and even connecting Test Light to individual circuits may fail turn-on. Since the voltmeter normally used in service factories has low input impedance, correct readings m ay not be obtain ed. To get accurate readings, a digital voltmet er whose input impedanc e is 10 MΩ (for example, 5-8840-0366-0) should be used. Input/output devices of the ECM include analog-todigital converter, signal buffer, counter, and special driver. By using electronic switch es, the ECM controls most system components and turning off a switch closes the ground circuit. These switches are divided into four-switch or seve n- sw itc h gr ou ps, a nd th e former group is called qu ad driv er mo dul e (Q DM) and controls up to four output pins respectively while the latter group is called output driver module (ODM) and controls up to seven outputs respectively. Note that all the outputs are necessarily not used in the control.

Electrically Erasable Programmable ROM (EEPROM)

EEPROM is a permanent memory chip and soldered to the board in the ECM. EEPROM stores program and calibration data, both of which are necessary for the ECM to control the powertrain. Different from conventional ROMs, EEPROM cannot be replaced with new component. If EEP ROM fails, the complete ECM assembly must be replaced with new one.

Precautions on ECM Servic e

The ECM is designed to withstand ordinary currents used in operations of a vehicle. Be careful that the circuits must not be overloaded. To test the ECM to check open wiring or short, ECM circuits must be connected to the ground or voltages must not be applied to the ECM. To test ECM circuits, the digital voltmeter 5-8840-0366-0 should always be used.

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1A-4 Engine Control System

Engine Control System

Accelerator AP sensor Idle position switch

Switch

A/C switch

Relay/Lamp Starter cut relay Glow relay Check engine lamp

Common rail

Injector

Exhaust pipe

EGR cooler

pressure sensor

SCV

Supply pump

EGR valve drive

EGR valve position sensor CMP sensor ITP sensor

Intake throttle drive

ECT

FT sensor

ECM

(Engine Control Module)

IAT sensor

CAN

Starter

Ignition switch Starter switch

Battery

Outer diagnostic unit

Diagnostic switch

Main relay

Battery +

Atomospheric

pressure sensor

VIM

(Vehicle Interface Module)

Vehicle functions

Tachometer

TCM

ABS/ASR ECU

ISS ECU

Relay ECO Relay, Exhaust Brake

Lamp Exhaust Brake Lamp Glow Lamp

Brake Stop Lamp Relay Exhaust Brake Lamp

Transmission Clutch Switch Neutral Switch (MT) Parking /Neutral (AT) Switch Vehicle Speed Sensor

Power Take OFF (PTO)

PTO Switch (

ACTIVE HIGH ACTIVE LOW

PTO Switch ( PTO Accelerator Sensor

Quick Warm Up System

QWS Switch

Idle

Idle Up Volume

Others Freezer Switch Clean Starting Memory

)

CKP

Exhaust brake solenoid valve

The engine control system comprehends vehicle status and driver’s i ntention based on the data acquired from sensors and switches to adapt the engine to chang ing situation so that the vehicle will achieve optimal running condition. The heart of the engine control system is ECM and this device provides direct control tasks for the engine system, including fuel injection control, intake throttle control , EGR control, and QWS control. The ECM also governs vehicle system control strategies such as ex haust brake control and id le stop control via VIM. In addition, the ECM communicates with other key systems, including ABS/ASR system and clutch free system, via VIM.

LNW21ALF004601-X

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Fuel Injection Control

Engine Control System 1A-5

DTC Detection Status

Battery Voltage

Key Switch Position

Engine Speed

Vehicle Speed

Engine Coolant Temp.

Intake Air Temp.

Fuel Temp.

Common Rail Pressure

Accelerator Pedal Position

Idle Position Switch

Clutch Switch

Neutral Switch

PTO Switch

Idle Stop

Status Judge

Compensation

Desired Injection

Quantity

Determine

ECM

Compensation

Injector

Energize Time/

Timing Determine

Compensation

SCV Position

Determine

Injector Control

SCV

Control

LNW21AMF005601-X

The fuel injecti on con t rol system manages the i nje ct ion quantity, injection timing, and injection pressure according to the status of vehicle. This system changes the injection quantity using injector operating period, the injection timing using injector operation timi ng, and the injection pressure using SCV drive duty, respectively. The fuel injection co nsists of two stages, pilot injection and main injection, and the control system changes the amount and timing in individual stages according to the conditions encountered. The ECM uses the data acquired from associated sensors and switches to judge the current vehicle status, i.e., startup, idling, PTO, or idle stop, and calculate the desired injection quantity. Once the desired injection quantity is determined, ECM calibrates the value to determine injector energize time, energize timing, and SCV opening and controls injectors and the SCV accordingly.

Calculation of Desired Injection Quantity

The ECM calcu lates the basic injecti on quantity using engine speed, accelerator pedal position, engine coolant temperature, a nd other necessary parameters and calibrates this value based on the atmospheric pressure or the li ke to determine the desire d injection quantity.

Injector Control

The injector control consists of four stages: "control stop mode" where the fuel injection is completely

stopped, "split injection mode" where two (or more) injection shots are mad e for one cylinder at low engine speeds and temperatures, "fixed injection mode" where only main injectio n is made at ve ry low engine sp eeds during startup, and "normal in jection mode" where the fuel injection is made within normal engine speed range. The proper mo de is selecte d according to s uch the parameters as engine speed, engine coolant temperature, and DTC. The ECM uses the desired injection quantity, intake air temperature, engine coolant temperature, and other parameters to determine injector energize period (desired injection period) and injector energize timing (desired injection timing) and control i njectors according to the injec tion mode selected.

SCV Control (Pump Control)

Pumps are controlled in six stages: "shutoff mode", "start mode", "wait mode", "restart mode", "feedback mode", and "deflate mode". The proper mode is selected according to such the parameters as key switch position, common rail pressure, and engine speed. The ECM calcu lates desired injecti on pressure and pump flow rate for the selected mode based on intake air temperature, engine coolant temperature, engine speed, desired injection quantity, and other necessary parameters. Then , the ECM determines the SCV opening (SCV drive duty) us ing thes e result s and controls the SCV.

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1A-6 Engine Control System

Intake Throttle Control

Legend

1. Intake throttle valve

2. ITP (intake throttle position) sensor

The intake throttle control system changes (throttles) the air according to the vehicle status and reduces suction noises generated from the working exhaust brake and acceleration. This control is made by opening and closing the intake throttle valve. The intake throttle valve is ope rated by the DC motor and changing the drive voltage (duty: see Note 1) opens and closes the v alve. The intake throttle valve i s fully opened in the normal state (i.e., the DC motor is inactive) and gradually reduces the opening as the drive voltage is increased. The ECM uses the ITP (intake throttle position) sensor to detect the working condition of the intake throttle valve. When the valve opening gets smaller (the drive voltage is increased), the output voltage of the ITP sensor becomes lower. The valve position is norm ally calculated using engine coolant temperature, engine speed, and desired injection quantity, and the DC motor drive voltage is determined from this calculated value. However, the ECM completely opens the throttle valve when the vehicle is in idle stop, DTC is set for the intak e throttle system, AP sensor system, or EGR system, gear shifting is perfo rmed (for m anual trans missi on ve hicle ), the engine coolant temperature is low (less than 70°C), or the vehicle is i n startup or en gine s tall sta tus wh ile i t completely close s the valve immediately after the key

LNW21AMF005701

3. Intake throttle DC motor

switch is turned off (within 0.5 to 3.0 seconds). There is an opposing relationship between intake throttle control and EGR control. When the intake throttle valve is opened, the EGR valve is closed, and vice versa. Note 1: Duty (%) = Energize ratio

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EGR Control

Engine Control System 1A-7

Legend

1. EGR valve

2. EGR valve position sensor

The EGR control system recirculates a portion of exhaust gas to the intake to drop the combustion temperature and thus reduce NOx. This control is made by opening and closing the EGR valve. The EGR valve is operated by the DC motor and changing the duty (see Note 1) opens and closes the valve. This EGR valve is f ully closed in the nor mal state (i.e., the DC motor is inactive) and gradually enlarges the opening as the duty is increased. The ECM uses the EGR valve posit ion sens or to com prehend the working condition of the EGR valve. When the valve opening gets larger (the duty is increased), the output voltage of the EGR valve position sensor becomes higher. The EGR control is initiated when parameters such as engine speed, engine coo lant temperatu re, acce lerator position, atmospheric pressure, and system voltage meet the required conditions, and the EGR valve opening is calculated from engi ne c oolan t t emp eratur e , engine speed, and desire d inje ction quanti ty. The ECM determines the drive duty of the DC motor based on this valve position and drives the motor. The EGR control is turned off when the exhaust brake is operated, the PTO is working, the A P sensor fails, the ECT sensor fails, the EGR system fails, or th e intake throttle system fails. There is an opposing relationship between EGR control and intake throttle control. When the intake throttle valve is opened, the EGR valve is closed, and vice versa.

LNW21AMF005801

3. EGR DC motor

Note 1: Duty (%) = T (*) / 5 (msec) × 100 * T = Duty input time (see motor drive voltage waveform)

LNW21ASH009101

Legend

1. 24V

2. 0V

3. T (duty input time)

4. 5 msec

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1A-8 Engine Control System

QWS Control

The QWS (quick warm- up system) curtails the engine warm-up time. The glow control covers the engine warm-up during the period from pre-startup to immediate completion of startup. The QWS works when the vehicle meets the required conditions after engine startup and the dr iv er tu rn s o n th e Q WS s wit ch , and lasts until the vehicle deviates from the QWS working conditions.

QWS working conditions

• The engine coolant is less than 73°C.

• The engine is running at or above 40 0 rpm for at least 0.5 second.

• Both EGR and PTO controls are disabled.

• The vehicle is free from AP sensor fault, ECT sensor fault, A/D conversion fault, idle position switch fault, clutch switch fault, neutral switch fault, and vehicle speed sensor fault.

• The difference between actual and desired eng ine speeds is less than 50 rpm.

• The desired engine speed is less than 1000 rpm.

• The vehicle is being off.

• The state where the starter switch is turned off and the idle position switch is turned on lasts for at least 0.5 seconds.

Exhaust Brake Control

A valve is instal le d ins id e t he exhaust pipe. Closing this valve increases the resistance during the exhaust stroke to enhance the effect of engin e brake. T he drive source of the exhaust brake valve is vacuum. A solenoid valve is inst alled to control the vacuum. The exhaust brake is contr olled by o pening and clo sing this solenoid electrically. When the engine is running at or above 500 rpm, the e xhaust cut command is no t sent from the automatic transmi ssion, and exhaust brake or QWS working co nditions are completely me t, the VIM turns on the solenoid valve.

• For a manual transmission vehicle, the clutch pedal is not pressed. For an automatic transmission veh icle, the exhaus t brake co mmand is not sent from the automatic transmission.

• The system voltage stays between 20 V and 30 V .

Idle Stop Control (for Vehicles Equipped with Idle Stop Control System)

The idle stop control system automatically cuts the engine to prevent t he black smoke emission f rom the vehicle that is not running for unloading or other works (to restart the engine, manual operation is needed). When all the idle stop conditions are met, the ECM stops fuel injection and actuate s energy-saving relays to turn off wipers, mirror defoggers, flashers, seat heaters, and other electrical equipment.

Idle Stop Control Working Conditions

• The driver fails to apply the parking brak e and the signal is input from the alarm unit. (Note 1)

• The vehicle ran at or above 5 km/h.

• The vehicle is idling.

• The vehicle speed is 0 km/h.

• The shift lever is in the neutral position.

• The QWS switch is turned off.

• The engine coolant temperature is at least 10°C.

• The battery voltage is at least 22 V.

• DTC has not been detected.

Note 1: When all the following conditions are met, the parking brake disengagement alarm unit outputs the idle stop permit signal to the VIM.

• The idle stop main switch is turned on.

• The shift lever is in the neutral position.

• The parking brake is applied.

• The headlamps are turned off.

• Any of doors is opened.

Exhaust Brake Working Conditions

• The vehicle is running at or abo ve 5 km/h or faults are not detected on the vehicle speed sensor.

• The exhaust brake switch is turned on.

• The engine is running at or above 50 0 rpm for at least 1 second.

• The idle position switch is turned on and the gear is engaged.

• The vehicle is not eq uipped with ABS/ASR or the exhaust brake cut command is not sent from the ASR.

• The vehicle is free from AP sensor fault, exhaust brake circuit fault, clutch switch fault, neutral switch fault, idle position switch fault, A/D conversion fault (VIM), and CAN timeout (VIM).

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Powertrain System Components

Component Layout - Vehicle Side

Engine Control System 1A-9

Legend

1. Engine

2. Neutral switch

3. ECM (engine control module)

4. VIM (vehicle interface module)

5. Clutch pedal

6. Accelerator pedal

7. DLC (data link connector)

8. CHECK ENGINE lamp (MIL)

9. Exhaust brake solenoid valve

10. VS (vehicle speed) sensor

LNW21AMF005501

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1A-10 Engine Control System

Component Layout - Engine Side

123

Legend

1. ECT (engine coolant temperature) sensor

2. EGR valve

3. Intake throttle valve

4. CKP (crank position) sensor

Function and Operation ECT Sensor

LNW21AMF005301

5. FT (fuel temperature) sensor

6. SCV (suction control valve)

7. Common rail pressure sensor

8. CMP (cam position) sensor

The ECT (engine coolant temperature) sensor is installed to the thermosta t housing and the thermistor in the sensor alte rs the resistance in response to the temperature change. The resistance is decreased when the coolant temperat ure is high while increased when the temperature is l ow. The ECM supplies 5 V to the ECT sensor via pull-up resistance and calculates the engine coolant temperature from the change in voltage and uses it in fuel injection control, EGR control, and other control tasks. This voltage is decreased when the resistance is large (the temperature is high) while increased when the resistance is large (the temperature is low).

LNW21ASH007701

Page 13

Engine Control System 1A-11

EGR Valve and EGR Valve Position Sensor

LNW21ASH008101

The EGR valve is installe d at the top of the inlet cov er and operated by a DC motor. The DC motor operates the EGR valve by changing the duty. The valve is opened when the duty is inc reased while closed when the duty is decreased. T he ECM c alculate s the desir ed EGR valve opening based on the vehicle running condition and controls the DC motor accordingly. The EGR valve po sition senso r is installed to the EGR valve and sends the voltage signal that w ill change in response to the EGR va lve opening to the ECM. The ECM calculates the desired EGR valve opening from the voltage signal and uses the result in EGR control.

The intake throttle valve is installed to the intake throttle and operated by a DC motor. The DC motor operates the intake throttle valv e by changing the drive voltage. The valve is closed when the drive voltage is increased while opened when the voltage is decreased. The ECM calculates the intake throttle valve opening based on the vehicle running condition and controls the DC motor accordingly. The ITP (intake throttle pos ition) sensor is installed to the intake throttle valve and sends the voltage signal that will change in response to the throttle valve opening to the ECM. The E CM calculates the throttle valve opening from the voltage signal and uses the result in intake throttle control.

CMP Sensor

Intake Throttle Valve and ITP Sensor

LNW21ASH007901

The CMP (cam position) sensor is installed to each cylinder head and, when the hol e on the camsha ft gear passes the sensor, a CMP signal is generated. The ECM identifies the cylinder from the CMP signal as well as CKP signal sent from the CKP sensor and determines the cran k angl e, and u ses t his a ngle in fue l injection control and engine speed calculation. These tasks are usually perform ed based on the CKP signal but if the CKP sensor fails, the CMP signal will substitute for the CKP signal.

LNW21ASH008001

Page 14

1A-12 Engine Control System

CKP Sensor

LNW21ASH007601

The CKP (crank position) sensor is installed to the flywheel housing and, when flywheel teeth pass the sensor, a CKP signal is generated. The ECM ident ifies the cylinder from the CKP s ignal as well as the CMP signal sent from the CMP sensor and determines the crank angle, and uses this angle in fuel injection control and engine spe ed calculati on. These t asks are usually performed based on the CKP signal but if the CKP sensor fails, the CMP signal will substitut e for the C KP signal.

FT Sensor

SCV

LNW21ASH007501

The SCV (suction control valve) is installed to the supply pump and controls the suction fuel quantity. The SCV is fully opened in normal state and larger drive voltage (duty) results in smaller opening. The ECM, based on the data acquired from sensors, calculates the desired common rai l pressure and pump flow rate and compares the calculated desired common rail pressure to the actual value to determine the SCV opening. When the actual pressure is lower than the desired value, the SCV is opened to increase the pump flow rate. When the actual pr essure is higher than the desired value, the SCV is closed to decre ase the flow rate.

LNW21ASH007401

The FT (fuel temperature) sensor is installed to the supply pump and the thermistor in the sensor alters the resistance in res pon se to the te mpe ra tur e cha nge. The resistance is decreased when the fuel temperature is high while incr eased when the temper ature is low. The ECM supplies 5 V to the FT sensor via pull-up resistance and calculates the fuel temperature from the change in voltage a nd uses it in supply pump control and other control tasks. This voltage is decreased when the resistance is smal l (the temperature is high) while increased when the resistance is large (the temperature is low).

Common Rail Pressure Sensor

LNW21ASH008201

The common rail pressure sensor is installed to the supply pump, and detects the fuel pressure in the common rail, converts the pressure into a voltage signal, and sends the signal to the ECM. Higher common rail pressure provides higher voltage while lower pressure provides lower voltage. The ECM calculates actual common rai l pressure (f uel pressure) from the voltage signal and uses the result in fuel injection control and other control tasks.

Page 15

Engine Control System 1A-13

IAT Sensor

LNW21ASH008401

The IAT (intake air temperature) sens or is installed to the intake air duct and the thermistor in the sensor alters the resistance in response to the temperature change. Higher intake air tem per at ure pr ov id es sm a ller resistance while lo wer intake air temperature prov ides larger resistance. The ECM supplies 5 V to the IAT sensor via pull- up resistance a nd calculates the intake air temperature from the change i n voltage and us es it in fuel injection control and other control tasks. The voltage is decrease d when the resistan ce is small (the temperature is high) while increased when the resistance is large (the temperature is low).

voltage signal for us e in fuel inje ction con trol and o ther diversified control tasks.

Idle Position Switch

LNW21ASH008801

The idle position switch is installed to the accelerator pedal, and is turne d off when the pedal is presse d and turned on when the pedal is released. The ECM receives the on/off signal fro m this idle position switch for use in exhaust brake control, warm-up control, and other control tasks.

Clutch Switch

AP Sensor

LNW21ASH008901

The AP (accelerato r pedal position) s ensor is installed to the top of the accelerator pedal and supplies the voltage signal that will change in response to accelerator pedal angle to the ECM. The ECM calculates the accelerator pedal position from the

LNW21ASH008501

The clutch switc h is i ns tal led to th e c lu tc h p eda l, and i s turned on when the pedal is pressed and turned off when the pedal is release d. The VIM receives the on/ off signal from this clutch switch for use in exhaust brake control and other control tasks.

Page 16

1A-14 Engine Control System

VS Sensor

LNW21ASH008701

The VS (vehicle speed) sensor is installed to the transmission. T he sensor is also equipped with a Hall effect circuit. The magne t mounted to th e transmis sion output shaft is rotated together with the shaft to generate a magnetic field. This Hall effect sensor interacts with the magnetic field and generates and sends a signal to the VIM . The VS sens or is ener gized via meter fu se . T he VI M us es VS s i gn al pu ls es t o j ud g e the vehicle speed.

Neutral Switch

Exhaust Brake Solenoid Valve

LNW21ASH009001

The exhaust brake solenoid valve is installed to the rear of the right front wheel frame (s ome vehicle types have different positions), and opens and closes the vacuum path connected to the exhaust brake valve. When this solenoid valve is turned on, the path is opened and the vacuum is applied to the exhaust brake valve. When the solenoid valve is turned off, the path is closed and the atmospheric pressure is applied and resultantly the exhaust brake valve is released. After the exhaust brake s witch is turned on and the vehicle meets all the nece ssary conditions, the E CM turns on the exhaust brake solenoid valve.

LNW21ASH008601

The neutral switch (P/N switch in case of automatic transmission) is installed to the transmission (shift lever in case of automatic transmission), and is turned on when the shift lever is moved to the neutral position. The ECM receives the on/off signal from this neutral (or P/N) switch to control the powertrain so that the dri ver cannot start the engine as long as the shif t lever is not in the neutral (or parking) position.

Atmospheric Pressure Sensor

The atmospheric pressure sensor is installed inside the VIM and converts the atmospheric pressure into a voltage signal. The VIM calculates the atmospheric pressure from the voltage signal and sends the result to the ECM. The ECM u ses this atmosp heric pressure to calibrate the fuel injection quantity (altitude compensation).

ECM

LNW21ASH007001

Page 17

Engine Control System 1A-15

The ECM is installed in the inner par t of the engine lef t side cover. The ECM uses sign als s en t fr om di ve rsified sensors to control tho se sys tems direc tly rela ted to the engine, for example, fuel injection control, intake throttle control, EGR control, and QWS control.

VIM

LNW21ASH008301

The VIM is installed inside the center console in the cab, and transmits signals sent from diversified switches and sensors and drives powertrain actuators such as exhaust brake, relays, and warning lamps according to the commands from the ECM.

CHECK ENGINE Lamp (MIL)

LNW21ASH000201

The CHECK ENGINE lamp (MIL) is built in the meter panel and informs th e driver of faulty status of e ngine or associated syst ems. When the ECM detec ts a fault by means of its diagnostic function, this CHECK ENGINE lamp is turned on. A fter the diagnostic sw itch is turned on (DLC pins are shorted), the CHECK ENGINE lamp blinks to inform the mechanic of detection of DTC.

DLC

87654321

161514131211109

LNW21ASH000301

DLC (data link connec tor) is installed to the da sh side pane of the driver ’s seat and acts as a communicat ion interface between external diagnostic tool and onboard controllers. The DLC can also function as a diagnostic switch and when DLC pins are shorted , this diagnostic switch is turned on.

Page 18

1A-16 Engine Control System

Fuse Layout

[Fuse Box Label, In Glove Box]

[Fuse Box, Front Left of Radiator]

27 28

LNW21ALF000401-X

Legend

1. Spare fuse

No. Indication on label Capacity Devices connected

1 CONTROLLER 10A Control unit

HAZARD,HORN (12V) 15A

Hazard warning flashing lamp, horn

HAZARD,HORN (24V) 10A

3—10A—

AIR CON (12V) 10A Air conditioner

HEATER,AIR CON (24V) 15A Heater, air conditioner 5 FUEL, SEAT HEATER (24V) 10A Fuel, seat heater 6 ABS, HAB, RETARDER (24V) 15A ABS, HAB, retarder 7 ROOM LAMP 15A Room lamp 8 STOP LAMP 10A Stop lamp

Page 19

Engine Control System 1A-17

No. Indication on label Capacity Devices connected

9 POWER WINDOW (24V) 20A Power window

11 FOG.CORNER 10A Fog lamp, cornering lamp 12 ELEC.PTO (24V) 10A PTO switch (electric PTO) 13 WIPER,WASHER 15A Wiper, window washer 14 TURN 10A Turn signal lamp

17 MIRROR 10A Electrically operated mirror 18 CIGAR,AUDIO 10A Cigarette lighter, audio

21 AIR BAG 10A SRS airbag

TAIL.ILLUMI (12V) 15A

Tail lamp

TAIL.ILUMI (24V) 10A

GENERATOR (12V) 15A Generator

ELEC.PTO (24V) 20A PTO solenoid valve (electric PTO)

MIRROR HEAT (12V) 10A Heated side mirror

ENG.CONT (24V) 15A ECM

METER (12V) 10A

Meter

METER (24V) 15A

ENGINE STOP (12V) 10A Engine stop

HSA (24V) 10A HSA

22 STARTER 10A Starter 23 H/LAMP RH 10A Headlamp, RH 24 H/LAMP LH 10A Headlamp, LH

26 POWER WINDOW (12V) 30A Power window

External Fuse Box

No. Indication on label Capacity Devices connec te d

27 MARKER LAMP 10A Marker lamp 28 COND FAN 10A Condenser fan

HEATER (12V) 30A Heater

ENG CONTROLLER (24V) 30A ECM (except for turbocharged vehicles)

Page 20

1A-18 Engine Control System

Relay Layout

Relay Box No.2

Bracket

Spare Power Circuit

Relay Box No.1

Upper

Cooler Relay

No. Legend

12 V: On relay

24 V: C harge relay

2 Horn relay

Fuse & Relay Box

RightFront

LNW21ALF006101-X

12 V: ABS, VSV, FICD, EXH brake, valve (12 V)

24 V: Headlamp relay

4Tail relay

12 V: Headlamp relay

24 V: 4WD relay 6 Dimmer relay 7 Power window relay 8 Fog lamp relay

Page 21

No. Legend

9 Cornering lamp relay

10 Air conditioner thermo relay

12 V: C harge relay

24 V: Key on relay

12 Heater & air conditioner relay

24 V: PTO cut relay for electric PTO in fire engine (MT)

24 V: PTO solenoid relay for electric PTO (AT)

12 V: Exhaust brake cut relay (MT)

24 V: Idle on relay for fire engine (AT)

24 V: Idle stop, wiper relay (with CFS (clutch free system))

24 V: PTO solenoid relay for electric PTO (MT)

24 V: PTO buzzer relay for electric PTO (AT)

12 V: OD off relay (AT)

24 V: Idle keep relay for fire engine (AT)

Engine Control System 1A-19

24 V: Idle stop, radio relay (with CFS)

24 V: PTO main relay for electric PTO (MT)

24 V: Garbage relay for garbage collector (AT)

24 V: Indicator lamp relay for fire engine (AT)

24 V: Idle stop, engine control module relay (with CFS)

4WD relay

24 V: Idle stop, mirror relay (with CFS)

24 V: Full automatic air conditioner, high relay

24 V: Automatic air conditioner, high relay

24 V: Shift lock relay for fire engine (AT)

24 V: Shift relay for fire engine (AT)

24 V: PTO main relay for electric PTO (MT)

19 24 V: PTO solenoid relay for electric PTO (MT) 20 24 V: PTO cut relay for electric PTO (MT)

Page 22

1A-20 Engine Control System Circuit Diagram

ECM Circuit Diagram

Starter Switch (ON)

SBF 60A

100A

SBF

Battery

Intake

Throttle

DC Motor

ITP Sensor

EGR DC Motor

Starter Switch (ST)

SBF 50A

SBF 60A

SBF 50A

M+

M-

M+

M-

#19

15A

#22

10A

SBF 30A

Starter

Relay

Glow Plug

Main Relay

CHECK ENGINE

A/C Condenser

A/C Magnetic

Cut Relay

To Starter

Lamp

Clutch

Starter

Glow

Relay

0.75B/O 0.5L

0.5Y/B

0.75W/R

0.5B/W

0.5B/R

0.5W/G

1.25W/R

0.5L/Y

0.75W/G

0.75R

0.5G/Y

0.75W/B

0.75L/Y

109 90

113

102

114

115

116

117

118

ECM

108

110

112

0.5L/W

0.5L/R

0.5B/Y

0.5W/L

0.5R/B

0.5G/W

0.5R/G

0.85L/B

0.85O

0.75W/R

0.75L

1.25W

1.25L/W

0.75G/W

0.75B

1.25R

1.25L/R

0.75W/Y

0.75L

0.5SB

0.5GR/W

Idle Position Switch

Scan Tool Communication

Diagnostic Switch

AP Sensor

ECT Sensor

FT Sensor

IAT Sensor

SCV

Cylinder 1 Injector

Cylinder 4 Injector

Cylinder 3 Injector

Cylinder 2 Injector

DLC

EGR Valve Position Sensor

Common Rail Pressure Sensor

CKP Sensor

CMP Sensor

0.5Y

0.5W

0.5G

0.5R

0.5W/R

0.5W/L

0.5L/R

0.5L/W

0.5B

0.5R

67 66

89 97

119

120

121

0.5W

0.5B

0.85B

1.25B

VIM

0.5B

LNW21AXF002601-X

Page 23

VIM Circuit Diagram

Engine Control System 1A-21

SBF 50A

SBF

100A

Battery

Starter SW (ON)

Starter SW (ST)

SBF

30A

50A

#19 15A

Exhaust

Brake Lamp

Exhaust

Brake Solenoid

PTO Lamp

PTO SW

#22

Main Relay

10A

Glow Lamp

ECO Relay

Clutch SW

Exhaust Brake SW

Warm Up SW

M/T : N A/T : P or N

Freezer SW

CFS Non Vehicle

PTO ECU

CFS Vehicle

CFS

0.85B/O

0.3BR/W

0.5LG/B

0.5V/W

0.5B/W

1.25W/R

0.3O/L

0.5G/Y

0.5W/L

0.5LG/R

0.5BR/R

0.5B/G

0.5L/B

0.5B/R

0.3B/G

0.3LG/B

0.5BR

0.5B/R

0.3B/L

0.5G/Y

0.5G

0.5L/R

0.5LG

A/T ECU

Tachometer

ABS/ASR

ECU

Sound Alarm

(Simplified ISS)

CFS ECU

V I M

27 26

0.5W

0.5R

0.5B

0.5G/W

Lamp

Fail Relay

ECM

Brake SW

Stop

Lamp Relay

Other ECU

PTO Accelerator Sensor

Idle Up Volume

VS Sensor

0.5Y/BR

0.5Y/G

0.5R/B

0.5Y

0.5Y/G

0.5SB

0.5B

0.85B

Diagnostic SW

DLC

Scan Tool Communication

LNW21AXF002301-X

Page 24

1A-22 Engine Control System

ECM/VIM Circuit Diagram (1/5)

MAIN

KEY

GLOW

ECM

P-1

P-2

P-3

P-4

Frame

SBF-1 80A/100A

SBF-2 50A

3 W/L

SBF-3 60A

SBF-5

50A

3 W/G 3 W/G

0.5 B

B-67

H-6

3B/Y

3B/W

5 W/B 5 W/B 3 W/B

OFF

ACC

H-7

B-67

3 W/L

Starter Switch

H-7

F-25 30A

ENG.CONT

X-18

Main Relay

X-182X-18

0.5 L/Y

117

J-191

W/R

Glow Plug

0.5 L/Y

J-191

W/G

118

H-4

X-18

0.3

B/O

B-355

B-354

Air Bleed Connector

0.3

J-191

0.85 B/O

10 49

B-352

B-349

1.25 W/R

H-4

Glow Relay

1.25 W/R

114

J-191

0.5

LG/L

B-352

B-34975B-349

1.25 W/R

H-4 H-4

1.25 W/R

J-191

B/L

0.5

B/L

W/R

X-224X-22

X-225X-22

B/G

H-105

0.5

B/G

W/G

E-3

B/O

B-258 (2)

CFS Control Unit

W/L

1.25

0.85

W/R

B/O

0.85 B/O

1.25

0.75

W/R

B/O

0.75 B/O

115

116

J-191

0.5

B-352

B-349

J-191

B-89

H-5

109

0.5

LG/B

0.5

LG/B

0.5 B/O

Clutch Switch

B-352

H-4

J-31

B-350

0.5 B

Exhaust Brake

Solenoid Valve

ECM

F-16 15A

ENG. CONT

PTO Cut Relay

B/O

0.5

B-216 (4)

0.5

R/Y

B-89 B-89

Clutch PTO Switch

B-894B-89

0.5

G/O

B/O

0.5 B/O

B-352

VIM

B-350

0.5R0.5 W

H-413H-412H-48H-81H-8

0.5R0.5 W

J-19189J-19188J-191

0.5 LB

0.5

GR/W

J-191

PTO Solenoid M/T Relay

B-64 (3)

0.5 LB

0.5 GR/W

0.5 B

Diagnostic Connector

0.85 B

112

12345678

B-79

B-352

10111213141516

0.5 L

Left Side Frame

Right Frame (Front)

J-9

(Center)

B-274

3 B 1.25 B

B-274

Joint Connector

LNW21AXF002701-X

Page 25

Engine Control System 1A-23

ECM/VIM Circuit Diagram (2/5)

Charge Relay

0.3 B

0.5

LG/R

B-35166B-349

B-352

3B/Y

X-1

Idling Stop &

Warm Up Switch

(10A)Fuse

F-10

(4)

B-172

Joint Connector

0.3

B/R

0.5

B-31 B-31

B-312B-31

0.5

LG/R

TAIL,ILLUMI

B-352

B-35073B-349

3B/W

1.25B

F-10

GND

B-274

Warm Up Switch

(10A)Fuse

VIM

B-349

F-19

Meter

Joint Connector

H-5

0.85 B/Y

0.5 B/Y

J-50

0.5

B/G

H-4

0.5

B/G

B-352

SIG SIG5VGND

B-34934B-349

15A

B-172

Neutral Switch (M/T)

TCM

B-47

(JATCO)

0.3

W/L

0.3

W/L

B-352

Inhibitor Switch

(AISIN)

J-69

W/L

0.5

W/R

H-4622H-46

0.5

W/R

X-33

Diode

X-33

0.5

B/G

B-352

B-349

3W/B

B D

X-12 X-12

X-12

B/R

FUEL, SEAT HEATER

0.5

B/R

0.5

B/R

B-69

0.5

LG/R

B-352

X-12

10A

F-5

Switch

Exhaust Brake

0.5W/R

Heater & A/C Relay

0.5B 0.5B

0.5 BR

B-319 B-319

B-3195B-319

TAIL,ILLUMI

B-352

0.85

0.5 L/B

0.5

0.85 B

0.5

0.85

0.5

0.5Y0.5

Y/BR

B-2821B-3253B-282

R/B

PTO Accelerator Sensor

0.5

Y/BR

Y/G

B-2812B-2813B-281

Idle Control Switch

0.5 R/B

Y/BR

0.5

Y/BR

J-1662J-166

0.5Y0.5

H-4H-8

0.5Y0.5

R/B

H-8 H-8

0.85

R/B

J-166

L/B

J-7

PTO Accelerator Sensor

Compressor

Left Frame (Front)

B-346

LNW21AXF002801-X

Page 26

1A-24 Engine Control System

ECM/VIM Circuit Diagram (3/5)

3B/W

0.5

B/W

F-22

STARTER

10A

0.5B/W

B-259 6

CFS C/U

0.5

B/W

B-352

B-351

0.3 B/L

H-8

0.3 B/L

J-1778J-17719J-17720J-177

0.5

L/R

B-351

B-35117B-351

B/R

0.5

LG/W

0.5

H-8

G/Y

0.5

H-817H-8

0.5

EHCU

G/B

0.3

B-351

B-229 5 (AISIN)

TCM

B-47 20 (JATCO)

TCM

B/G

0.3

B-351

B-229 23 (AISIN)

TCM

B-47 13 (JATCO)

TCM

0.3

LG/B

B-351

B-230 7 (AISIN)

TCM

B-47 8 (JATCO)

TCM

B-52 8 (Tachometer)

Meter

0.5 LG

B-351

0.3 LG

B-229 1 (AISIN)

TCM

0.5 LG

B-48 4 (JATCO)

TCM

B-259 1

CFS

X-15 3

B-147 3 (Idling Stop)

Parking Warning Unit

Idling Stop ECM Relay

0.5 LG

0.5

G/Y

B-3513B-352

VIM

B-351

0.5 BR

Y/G

0.5

B-52 17 Speed Meter

Meter

B-35242B-352

0.3

BR/W

J-32 3

Speed Sensor

0.3 O/L

B-51 6 EXH Brake W/L

B-52 15 Glow Indicator Lamp

Meter

0.5

W/O

B-352

B-259 19

CFS C/U

B-352

0.5

G/W

X-3 2

Stop Lamp Relay

B-352

0.5

V/W

B-84 2

B-66 2

PTO Switch (M/T)

Stop Lamp Switch

B-77 1

Dump Control Switch

Meter

LNW21AXF002901-X

Page 27

ECM/VIM Circuit Diagram (4/5)

Engine Control System 1A-25

E F

0.5B/W

Injector

E-5 (1)

E- 11154E- 11119E- 111

0.5

0.5 R/B

0.5

Y/B

R/G

G/W

0.5

G/W

E-902E-902E-931E-931E-116

E-90

0.5

G/W

Fuel

Temperature

(FT) Sensor

Meter

B-52 (5)

No.2 No.3 No.4 No.1

E-115

0.75 L

E- 11133E- 11134E- 11117E- 11112E- 11129E- 11146E- 11145E- 111

0.75 W/R

0.75

0.75 L

W/R

Suction Control

Valve (SCV)

0.75L0.75

0.75 L

E-116

0.75

W/G

0.75

E-114

L/Y

0.75 L/Y

Intake Throttle DC Motor

0.75 R

E-1153E-1158E-1155E-1151E-1154E-115

0.75 W/Y

E-115

E- 1114E- 111

0.75

1.25

1.25 L/R

2426

G/W

ECM

E- 1111E- 11156E- 11136E- 11137E- 11152E- 11118E- 11135E- 111

0.75 W/B

0.75

E-94

L/Y

G/Y

E-1142E-1141E-1141E-982E-98

Intake Throttle

Position (ITP)

Sensor

EGR DC Motor

0.5

0.5 R

0.5

0.5 W/L

W/R

Crank Position (CKP) Sensor

Magnetic Clutch

3013793215

0.5 W

0.75 W/R

E- 111

0.5 Y

EGR Position

Sensor

E- 11138E- 111

0.5G0.5

0.5 R

1.25

1.25 L/W

E- 111E- 111E- 111E- 111E- 111E- 111

0.5

0.5 B

L/W

L/R

E-1122E-1121E-943E-942E-943E-1132E-1131E-113

Cam Position

(CMP) Sensor

E- 111

455

0.5 G

0.5G0.5

Common Rail

Pressure Sensor

LNW21AXF003301-X

Page 28

1A-26 Engine Control System

ECM/VIM Circuit Diagram (5/5)

0.5

B/W

Accelerator Sensor

B-2802B-2801B-280

Meter

B-51 5

(CHECK ENGINE Lamp)

Right Frame (Front)

B-274

0.5 L

H-5

0.5

B/W

113

J-191 J-191

ECM

J-191

102

0.5

B/R

Starter

Cut Relay

X-26

J-191

110

0.5

W/L

H-8

0.5

W/L

B-75

Accelerator Pedal Switch

B-75

0.5 B

1.25 B

B-172

Joint Connector

H-4

H-43H-42H-4

0.5 L

0.5

B/Y

108

J-19190J-191

5V GNDSIG 5V SIG

J-191

0.75

1.25

121

L/R

L/W

0.5

0.5 L/R

L/W

J-191

120

119

0.5

1.25

0.85

J-190

J-191

IAT Sensor

J-190

0.5

L/B

91 99

J-191

0.5

0.5 Y/B

H-8

0.5

Y/B

Left Frame (Center)

J-9

LNW21AXF003101-X

Page 29

Component Layout

Engine Control System 1A-27

51 50 49

41,42,43,44,45,46

2,3

Legend

33,34,35,36,37,38

26,27,28,29,30

1 B-172 Joint connector 2 X-12 Heater and air conditioner relay (825/151) 3 X-33 Diode (810/002) 4 B-349, 350, 351,

VIM (826/646)

352 5 J-31 Exhaust brake magnetic valve (156/086) 6 J-50 Neutral switch (230/171) 7 J-166 PTO accelerator sensor (101/867) 8 P-5 Frame ground 9 P-1 & P-2 Battery

10 P-3 & P-4 Battery (24 V)

11 E -3 Glow plug (011/010) 12 E-115 Injector (040/031) 13 E-113 Common rail pressure sensor (040/21 1) 14 E-94 EGR vacuum sensor (057/667) 14 E-94 EGR valve (057/001) 15 E-114 Intake throttle position sensor (025/373)

LNW21ALF006301

Page 30

1A-28 Engine Control System

15 E-114 Intake throttle motor (025/373) 16 E-98 Crank position sensor (826/648) 17 E-112 Cam position sensor (040/001) 18 E-96 Timing control valve (040/001) 18 E-111 ECM (060/613) 19 H-105 Intermediate connector 20 J-190 IAT sensor (060/820) 21 E-116 Su ction co ntr ol valv e (040/001) 22 E-93 Fuel temperature sensor (040/205) 23 E-90 Engine coolant temperature sensor (060/129) 24 J-69 Inhibitor switch (249/001) 25 J-9 Left frame (center) ground 26 F-5 Fuel seat heater fuse (810/005) 27 F-16 ENG.CONT fuse (810/005) 28 F-19 Meter fuse (810/005) 29 F-22 Starter fuse (810/005) 30 F-25 Engine controller (main) fuse (810/005) 31 B-346 Left frame (front) fuse 32 J-7 Compressor connector 33 SBF-1 Main slow blow fuse (810/174) 34 SBF-2 Key switch slow blow fuse (810/174) 35 SBF-3 Glow slow blow fuse (810/174) 36 SBF-5 ECM slow blow fuse (810/174) 37 X-18 Main relay (828/531) 38 X-22 Glow relay (060/046) 39 J-177 EHCU (350/089) 40 B-274 Right frame (front) ground 41 H-4 Intermediate connector 42 H-5 Intermediate connector 43 H-7 Intermediate connector 44 H-8 Intermediate connector 45 H-6 Intermediate connector 46 H-46 Intermediate connector 47 B-354 Air ve nt conn ec tor 47 B-355 Air ve nt conn ec tor 48 B-89 Clutch switch (825/021) 49 B-67 Starter switch (431/103) 50 B-69 Exhaust brake switch (825/001) 51 B-79 Diagnostic connecto r (DL C) 52 B-75 Accelerator switch (101/079) 53 B-280 Accelerator position sensor (101/243) 54 B-282 & B-325 PTO accelerator connector 55 B-281 Idle up position switch (101/262) 56 B-51 & 52 Meter warning (821/001) 57 B-31 Warm-up switch (825/423)

Page 31

Connector List

Engine Control System 1A-29

No. Connector face

B-31

B-51

B-52

1 9 10111213 14 151617181920

1 23 456

123

No. Connector face

87654321

B-79

006-024

5678234

020-024

005-025

B-89

B-172

1221331441551661771881992010211122

161514131211109

016-033

1 2

002-011

022-005

B-67

B-69

241

1 2 34

1526374

B-274

004-035

B-280

004-015

1523674

B-281

008-028

008-021

B-282

123

000-012

003-098

003-064

003-015

B-75

002-022

B-325

2 1

002-015

Page 32

1A-30 Engine Control System

No. Connector face

B-346

38 37 28

B-349

367435733472337132703169306829

76 75 66

2765266425632462236122

B-350

B-351

215920581957185617551654155314

No. Connector face

E-90

000-037

022-025

012-054

016-067

E-93

E-94

E-98

003-095

002-208

1423

005-034

1 2

002-178

B-352

B-354

B-355

E-3

13 12 3

1110987654

51 50 41240139

49 48 47 46 45 44 43 42

026-013

001-003

001-034

001-029

E-111

E-112

E-113

E-114

46 65

36 37 38 39 40 41 42 4328 29 3025 26 27 31 32 33 34 35 55

081-001

123

003-097

123

003-111

14253

006-084

Page 33

Engine Control System 1A-31

No. Connector face

E-115

E-116

H-4

1526374

1 2

9876

2019 18 17 1651415413312211110

12345

1011 12 13 1415

6789

1718 19 20

No. Connector face

008-046

J-31

J-50

002-178

J-177

020-002

J-177

020-001

12 11 10 9 8 7 6 5 4 3

22 21 20 19 18 17 16 15 14 13

34 33 32 31 30 29 28 27 26 25

3456789101112

13 1415 16 17 18 19 20 21 22

252423 26 27 28 29 30 31 32 33 34

002-008

002-210

034-001

034-002

H-46

H-105

J-9

123 456

7 8 9 10 11 12 13 14

15 16 17 18 19 20 21 22

34 56

113

112

111

110

109

108

107

123456

78912 11 101314

15161720 19 182122

022-013

J-191

121 120 1 19

118 117

116 115 114

105

97 89

104

96 88

103

95 87

102

94 86

101

93 85

100

92 84

99 91 83

106

98 90 82

040-004

P-1

022-012

(24V)

000-028

P-2

006-005

(24V)

000-029

P-3

000-012

(24V)

000-029

Page 34

1A-32 Engine Control System

No. Connector face

P-4

(24V)

P-5

(24V)

X-12

X-18

345

000-028

000-021

005-012

005-023

H-5

H-6

123

789 13 14 15 19 20 21 25 26 27 31 32 33

34 35 36 37

456 10 11 12 16 17 18 22 23 24 28 29 30 38 39 40

H - 6

654 12 11 10 18 17 16 24 23 22 30 29 28 40 39 38

34353637

LNW21ASH010801

321

987 15 14 13 21 20 19 27 26 25 33 32 31

X-33

X-22

123 78910 11412513614

014-003

005-013

1234

5678

910111213

14 1516 17 18

H - 7

H - 8

4321

8765

13 1211 10 9

18 1716 15 14

LNW21ASH010901

Page 35

H-7 H-8

Engine Control System 1A-33

ECM Pinouts

1234

5678

910111213

14 1516 17 18

H - 6

H - 7

H - 8

4321

8765

13 1211 10 9

18 1716 15 14

LNW21ASH010901

123

789 13 14 15 19 20 21 25 26 27 31 32 33

34 35 36 37

456 10 11 12 16 17 18 22 23 24 28 29 30 38 39 40

654 12 11 10 18 17 16 24 23 22 30 29 28 40 39 38

321

987 15 14 13 21 20 19 27 26 25 33 32 31

34353637

LNW21ASH010801

LNW21ALF004501

Page 36

1A-34 Engine Control System

2423222120191817161514131211109876 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25

62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 81 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63

106107108109110111 112113

98 99

100101102103104105

90 91 92 93 94 95 96 97 82 83 84 85 86 87 88 89

119 120

117

114 115

121

118

116

LNW21ASF002001

81-Way Connector (Engine side)

Pin No. Connected to Pin No. Connected to

1 Inj ec tors #1 and #3 42 Injector #3 (cylinder 4) 2 Inj ec tors #1 and #3 43 Injector #1 (cylinder 1) 3— 44 — 4 Inj ec tors #2 and #4 45 — 5 Injectors #2 and #4 46 Sensor ground (ECT, FT) 6 CKP sensor (–) 47 — 7 — 48 FT sensor signal 8 CMP sensor signal 49 ECT sensor signal 9— 50 —

10 — 51 —

11 — 52 — 12 — 53 — 13 Air conditioner 54 — 14 — 55 — 15 — 56 — 16 Intake throttle DC motor (+) 57 — 17 — 58 EGR DC motor (–) 18 — 59 EGR DC motor (+) 19 — 60 — 20 — 61 — 21 — 62 — 22 — 63 5 V sensor power (ITP, common rail

pressure, EGR) 23 Injector #4 (cylinder 2) 64 5 V sensor ground 1 (ITP) 24 Injector #2 (cylinder 3) 65 —

Page 37

Engine Control System 1A-35

Pin No. Connected to Pin No. Connected to

25 CKP sensor (+) 66 Common rail pressure sensor signal 26 Shield ground (CMP, CKP, common rail

pressure) 27 CMP sensor ground 68 EGR valve position sensor signal 28 — 69 ITP sensor signal 29 — 70 — 30 — 71 — 31 — 72 — 32 — 73 — 33 — 74 SCV (LO) 34 — 75 SCV (LO) 35 Intake throttle DC motor (–) 76 — 36 — 77 — 37 — 78 — 38 — 79 — 39 — 80 SCV (HI) 40 — 81 SCV (HI) 41———

67 Common rail pressure sensor signal

40-Way Connector (Vehicle side)

Pin No. Connected to Pin No. Connected to

82 — 102 Starter cut relay 83 5 V sensor power 2 (IAT) 103 — 84 AP sensor signal 104 — 85 — 105 — 86 — 106 — 87 Casing ground 107 — 88 DLC (Tech 2 communications) 108 Shield ground (AP) 89 VIM (CAN communications) 109 Starter switch (ON) 90 5 V sensor power 2 (AP) 110 Idle position switch 91 IAT sensor signal 111 — 92 — 112 DLC (diagnostic switch) 93 — 113 Starter switch (ST) 94 5 V sensor ground 2 (AP) 114 ECM power 95 Signal ground 115 ECM power 96 — 116 ECM power 97 VIM (CAN communications) 117 Main relay 98 Glow relay 118 Main relay

Page 38

1A-36 Engine Control System

Pin No. Connected to Pin No. Connected to

99 CHECK ENGINE lamp 119 ECM power ground

100 — 120 ECM power ground 101 — 121 ECM power ground

VIM Pinouts

LNW21AMF005101

Page 39

Engine Control System 1A-37

312

414939

42 4643 474544

1312

11971086

50 51

52 5554

20 2115 191816 17

5956 5857

25 26246427

6260236361

29 3632 33 3430 3531

68 69 70 7167 746676

37 38

7372

LNW21ASF001901

26-Way Connector

Pin No. Connected to Pin No. Connected to

1 — 39 VIM power ground 2 Exhaust brake solenoid valve 40 — 3 ECO (power save) relay 41 — 4 Exhaust brake lamp 42 Glow lamp 5—43— 6 — 44 Neutral (P/N) switch 7PTO switch45 — 8 — 46 Starter switch (ST) 9 DLC (diagnostic switch) 47 Freezer switch

10 — 48 Stop lamp switch

11 — 49 Clutch switch 12 Warm-up (QWS) switch 50 Exhaust brake switch 13 — 51 —

16-Way Connector

Pin No. Connected to Pin No. Connected to

14 VS sensor signal 52 VIM power ground 15 ABS/ASR controller 53 AT controller 16 AT controller 54 Voice alarm unit (idle stop) 17 ABS/ASR controller 55 — 18 AT controller 56 AT controller 19 ABS/ASR controller 57 ABS/ASR controller 20 — 58 — 21 — 59 AT con tr oll er

Page 40

1A-38 Engine Control System

12-Way Connector

Pin No. Connected to Pin No. Connected to

22 — 60 S ign al gr oun d 23 — 61 — 24 DLC (Tech 2 communic atio ns) 62 — 25 — 63 — 26 ECM (CAN communications) 64 — 27 ECM (CAN communications) 65 Shield ground (CAN communications)

22-Way Connector

Pin No. Connected to Pin No. Connected to

28 — 66 VIM power ground 29 — 67 — 30 Idle up volume 68 — 31 PTO accelerator sensor signal 69 — 32 — 70 — 33 — 71 5 V sensor ground 1 (PTO, IDL UP) 34 5 V sensor power 1 (PTO, IDL UP) 72 — 35 — 73 Casing ground 36 Starter switch (ON) 74 — 37 — 75 VIM power 38 VIM power 76 VIM power

Strategy-Based Diagnostics

Strategy-Based System Diagnostics

The system diag nostic is a unifo rm approach to repai r all electrical/electronic (E/E) systems. In the E/E system, different from genera l vehicle problems, faults frequently occur along the steps shown as follows.

1. Initial stage:

• A single fault occurs for a short while and, therefore, the customer may miss it. In this stage, the customer complaint is unclear and the fault cannot be reprod uced. But, the ECM may have stored the fault. = Past fault

2. Middle stage:

• A single fault occurs for a short while but is observed intermittent ly. It always occurs und er certain conditions. The customer complaint (description of fault) is clear but fault occurrence conditions are unidentified. If you comprehend these conditions, you can reproduce the trouble. = Intermittent fault (intermittent)

3. Realistic fault:

• The fault occurs certainly and the customer complaint is realistic and clear. You can reproduce the fault. However, there may exist two or more causes. = Current fault

The diagnostic flo w can always be use d to resolve an E/E system problem and is a starting point when repairs are necessa ry. The fo llowing steps will instr uct the technician how to proceed with a diagnosis:

1. Verify the customer complaint:

• To verify the customer complaint, the technician should know the normal operation of the system.

2. Perform preliminary checks:

• Conduct a thorough visual inspection.

• Review the service history.

• Detecting unusual sounds or odors.

• Gather DTC (diagnostic trouble code) information using Tech 2

3. Check bulletins and other service information.

4. Refer to “Symptom Diagnosis Chart” in this manual.

Page 41

Engine Control System 1A-39

• “Sympton Diagnosi s Chart” contai n information on a system that may not be suppored by one or more DTCs. Sympton Diagnosis Chart verify proper operation of the system. This will lead the technician in an organized approach to diagnostics.

5. Refer to related descriptions such as those for engine mechanicals.

DTC Stored

Follow the designated DTC chart exactly to make an effective repair.

No DTC

Select the symptom from the “Sympton Diagnosis Chart”. Follow to the diagnostic paths or suggestions to complete the repair. You may refer to the applicable components/system check in the functional check.

No Matching Symptom

1. Analyze the complaint.

2. Develop a plan for diagnostics.

3. Utilize the wiring diagrams and the theory of operation.

Call technical assistan ce for si milar ca ses wher e repair history may be available. Combine technician knowledge with efficient use of the available service information.

3. Use a check sheet or other method to identify the circuit or electrical system com pon ent .

No Trouble Foun d

This condition exists when the vehicles is found to operate normally. The condition described by the customer may be normal. Verify the customer complaint against another vehicle that is operating normally. The condition may be intermittent. Verify the complaint under the conditions described by the customer before releasing the vehicle.

1. Reexamine the complaint. When the complaint cannot be successfully found or isolated, a re-evaluation is necessary. The complaint should be re-verified and could be intermittent as defined in Intermitte nts, or could be normal.

2. Repair and verify. After isolating the cause, the repairs should be made. Validate for proper operation and verify that the symptom has been corrected. This may involve road testing or other methods to verify that the complaint has been resolved under the following conditions:

• Conditions noted by the customer.

• If a DTC was diagnosed, verify a repair by duplicating conditions present when the DTC was set as noted by Tech 2 data.

Intermittents

Conditions that are not always present are call intermittents. To resolve intermittents, perform the following steps.

1. Observe history DTCs, DTC modes, and engine data.

2. Evaluate the symptoms and the condition described by the customer.

No. Item Objective Method

1 Verifying the

DTC

2 Verifying the idle

speed after warm-up

3 Verifying Tech 2

data list

To check the DTC is not set after the repair.

To check the idle control is normally performed.

To provide basic checking for engine control and communication con di tio ns .

Verifying Vehi cle Repair

When the electronic con trol syste m has been re paired, it is necessary to verify the repa ir is appropriate. If the repair is incompl ete, the CHECK ENGINE lamp (MIL) may be lit again while the vehicle is released, or the drivability may be impaired. Particularly for the intermittents, it is necessary to reproduce the trouble under the same conditi ons described by the custo mer and check the trouble is no longer found.

Clear the previous DTC. Sufficiently warm up the engine under idling, and increase the engine speed to 2200 rpm and provide racing to verify the test conditions.

Upon completion of engine warm-up, verify the idle speed is 575 rpm for a manual transmission vehicle or 640 rpm for an automatic transmission vehicle with the air conditioner turned off. If a fault is detected, refer to "Instable idling" in "Sympton Diagnosis Chart" to identify the cause.

Monitor Tech 2 data list and examine the data using typical value sheet. Check typical values in Tech 2 data list.

4 Verifying the

restartability

To check the start control correctly works.

Upon completion of engine warm-up, verify the cranking time is not more than 5 seconds and the engine speed is stable after startup.

Page 42

1A-40 Engine Control System

No. Item Objective Method

5 Verifying the

electromagnetic compatibility of strong electric wave emission equipment

Supplementary d escription about strong electric wa ve emission equipment: If a problem is found in this checking, provide the following advices to the customer.

• To install the antenna away from the vehicle electronic system components such as control unit and sensor s as far as possible.

• To install the antenna cord at least 20 cm away from the vehicle electronic system components such as control unit and sensors.

• Do not arrange the antenna cord together with other cables. In addit ion, isolate the antenna cord from other cables as far as possible.

• Install additional devices certainly according to respective instruction manuals.

• Do not install high-power mobile communication equipment.

CAUTION: Follow the steps below when you verify repairs on OBD systems. Failure to follow these steps could result in unnecessary repairs.

1. Review and record Tech 2 data relative to the issued DTC.

2. Clear the DTC(s).

3. Operate the vehicl e while che cking t he associ ated Tech 2 data.

Non-OEM parts

All of the OBD diagnostic s have been calib rated to run with OEM parts. There fore, installation of general onmarket sensors or switches are will result in incorrect OBD diagnostics and CHECK ENGINE lamp (MIL) activation. If on-market electroni c de vices such as mobile phon es , stereos, and theft deterrent system are improperly installed, EMI (electromagnetic interference) radiation occurs and affects the control system. As a result, incorrect data are sent from sensors to turn on the CHECK ENGINE lamp (MIL). To diagnose the veh icle with the OBD system, turn off or remove all the onmarket parts.

Poor Vehicle Maintenance

The sensitivity of OBD diagnostics will cause the CHECK ENGINE lamp (MIL) to turn on if the vehi cle is not maintained properly. Restricted oil filters, fuel filters, and crankcase deposi ts due to lack of oil changes or improper oil viscosity can trigger actual vehicle faults

To check electric wave emission equipment such as transceiver, if added, does not emit interfering waves.

Turn on and off the electric wave emission equipment, such as transceiver, to check whether idle speed will change. If a problem is found, inform the customer that the electric wave emission equipment must be dislocated or changing the power is needed.

that were not previously monitored prior to OBD diagnostics. Vehicle maintenance cannot be classified as "non-vehicle fault", but with the sensitivity of OBD diagnostics, vehic le maintenance schedules mus t be more closely followed.

Related system faults

Many of OBD system diagnostics will not run if the ECM detects a fault on a related system or component.

Visual/Physical Engine Compartment Inspection

Perform a careful visual/physical engine compar tment inspection when perfor ming diagnos tic proced ure. This can often lead repairing a problem without further steps. Use the following guidelines when perfo rming a visual/physical inspection.

• Inspect all vacuum hoses for punches, cuts, disconnects, and correct routing.

• Inspect hoses t hat are difficult to see behind o ther components.

• Inspect all harnesses in the engine compartment for proper connections, burned or chafed spots, pinched harnesses, contact with sharp edges or contact with hot exhaust manifolds or pipes.

Basic Knowledge of Tools Required IMPORTANT:

Lack of basic knowledge of this powertrain when performing diagnostic procedures could result in an incorrect diagnosis or damage to powertrain components. Do not attempt to diagnose a powertrain problem without this basic knowledge. A basic understanding of hand tools, including scan tool, is necessary to effectively use this section of the Service Manual.

On-Board Diagnostic Tests

The diagnostic test is a series of steps, the result of which is a pass or fail reported to the Diagnostic Executive. When a diagnostic test reports a pass result, the Diagnostic Executive records the following data:

• The diagnostic test has been co mpleted sinc e the last ignition cycle.

• The diagnostic tes t has passed durin g the current ignition cycle.

• The fault identified by the diagnostic test is not currently active.

Page 43

Engine Control System 1A-41

When a diagnostic test reports a fail result, the Diagnostic Executive records the following data:

• The diagnostic test has been completed since the last ignition cycle.

• The fault identified by the diagnostic test is currently active.

• The fault has been active during this ignition cycle.

• The operating conditions at the time of the failure.

Comprehensive Component Monitor Diagnostic Operation

Comprehensive compone nt monitoring diagnos tics are required to operate the engine properly.

Input Components

Input components are monitored for circuit continuity and out-of-range values. This includes rationality checking. Rationality checking refers to indicating a fault when the signal from a sensor does not seem reasonable, i.e., a cceler ator pos ition sensor ( APS ) that indicates high throttle position at low engine loads or low intake air pressure. Input components may include, but are not limited to the following sensors:

• Intake air temperature (IAT) sensor

• Crank position (CKP) sensor

• Engine coolant temperature (ECT) sensor

• Cam position (CMP) sensor

• Accelerator position (AP) sensor

• Common rail pressure sensor

• EGR valve position sensor

• Intake throttle position (ITP) sensor

• Fuel temperature (FT) sensor

• Vehicle speed (VS) sensor

Output Components

Output components are dia gno se d for pr ope r res pon se to control module commands. Components where functional monitoring is not feasible will be monitored for circuit continuity and out-of-range values if applicable. Output components to be monitored include, but are not limited to, the following circuits:

•EGR EVRV

• Intake throttle

•SCV

Terms Commonly Used in Diagnosis Diagnostic

When used as a noun, the word diagnostic refers to any on-board test run by the vehicle’s Diagnostic Management System. A diagnostic i s simply a test r un on a system or c omponent to determine if the system or component is operating according to specification. There are many diagnostics, shown in the following list.

• EGR (exhaust gas recirculation)

• Engine speed

• Vehicle speed

• ECT (engine coolant temperature)

• IAT (intake air temperature)

• AP (accelerator position)

• F T (fuel temperature)

• Idle position switch

• Common rain pressure

Diagnostic Executive

The Diagnostic Executive is a unique segment of software that is designed to coordinate and prioritize the diagnostic procedures as well as define the protocol for recording and displaying their resu lts. The main responsibilities of the Diagnostic Executive are listed as following

• Commanding CHECK ENGINE la mp (MIL) on and off

• DTC logging and clearing

• Tech 2 data recording

• Acquiring current status information on each diagnostic

Diagnostic Information

The diagnostic charts and functional checks are designed to locate a faulty circuit or component through a process of logic al de ci si on s. The c ha rts a re prep ar ed with the requirement that the vehicle functioned correctly at the time of assembly and there are not multiple faults present. There is a continuous self-diagnosis on c ertain control functions. This diagnostic capability is complemented by the diagnostic p rocedures c ontained in this manual. The language of communicating the source of the malfunction is a system of diagnostic trouble codes. When a malfunction is detect ed by the control modul e, a diagnostic trouble code is set and the CHECK ENGINE lamp (MIL) is illuminated.

Malfunction Indicator Lamp (MIL)

The malfunction indicator lamp (MIL) looks the same as the MIL you are already familiar with ("Check Engine" lamp). Basically, the MIL is turned on when the electronic control system s uch as ECM (engine control modu le) fails and a DTC is detected.

Data Link Connector (DLC)

The provision of communication with the control module is the data link connector (DLC). The DLC is used to connect to Tech 2, or a scan tool. Some common uses of Tech 2 are listed below.

• Identifying stored diagnostic trouble codes (DTCs)

• Clearing DTCs

• Performing output control tests

Page 44

1A-42 Engine Control System

• Reading serial data

87654321

161514131211109

LNW21ASH001801

Verifying Vehicle Repair

Verification of vehicle repair will be more comprehensive for vehicles with on-board diagnostic (OBD) system diagnostic. Following a repair, the technician should perform the following steps:

1. Review and record DTC diagnosed or Tech 2 data or both.

2. Clear DTC(s).

3. Operate the vehicle within the conditioned described by Tech 2 data.

4. Monitor the DTC st atus info rmati on for the spec ific DTC that has been diagnosed until the ECM performs the diagnostic test associated with that DTC.

Following these steps is very important in verifying repairs OBD systems. Failure to follow these steps could result in unnecessary repairs.

1. Turn on the starter switch and check the CHECK ENGINE lamp (MIL) is turned on. (Bulb check)

LNW21ASH000201

2. Keep the starter switch tu rned on and the engine turned off.

3. Short pins 6 and 4 on the DLC. The DLC is a black 16-way connector and located at the lower right corner of the instrument panel.

87654321

161514131211109

Diagnostic Trouble Code (DTC)

Whenever the starter switch is turned on, the ECM executes self-testing for almost wirings and components and, when detec ts a s ystem faul t, sto res i t and enables backup co ntrol according to the DTC set. When a fault occurs that will affect the running, the ECM turns on the CHECK ENGINE lamp (MIL) in the meter panel or blinks the exhaust indicator lamp to inform the driver of the fact.

Reading Diagnostic Trouble Codes

Current and past DTCs stored to the ECM can be visualized in the form of blinking CHECK ENGINE lamp (MIL) when the DLC (data link connector) is shorted. To this end, provide the following steps.

LNW21ASH000301

4. On the CHECK ENGINE lamp (MIL), read the number of blinks.

5. Identify the DTC from the DTC Chart.

Diagnostic Trouble Codes Not Stored

Code 12 that shows initiati on of i ndication is repeatedly displayed.

Page 45

Diagnostic Trouble Codes Stored

Code 12 that is displayed three times and then stored code is displayed three ti mes. When multiple DTCs are stored, each code is displayed three times, starting from the lowest n umber. After all DTCs are displayed , above sequence is repeated from code 12 as l ong as DLC is being shorted.

eg.,) Display Start Cord "12"

Display Start

Turn On

Turn Off

eg.,) Trouble Cord "21"

Display Start

Turn On

urn Off

0.4 0.4

3.2

1.2

3.23.2 1.2

3.2

Engine Control System 1A-43

Unit (sec)

eg.,1 : Diagnostic Trouble Codes not Stored

12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

eg.,2 : Diagnostic Trouble Codes "21", "24" Stored

12 12 12 21 21 21 24 24 24 12 12 12 21 21 21

Clearing Diagnostic Trouble Codes

When the system fails and the DTC is stored to the ECM, even repairing the faulty po rtion will not clea r the DTC from the memory. To clear the DTC, conduct the steps listed below.

• Keep the starter switch turned on and the engine turned off.

• Short the data link connector.

Perform the following steps.

1. Turn off the idle position switc h for not les s than 1 second but n ot more than 3 seconds. (Pr ess the accelerator pedal.)

2. Turn on the idle position sw itch for not le ss than 1 second but not more than 3 seconds. (Release the

4. Turn on the idle position switch for not less than 1 second but not more than 3 seconds. (Release the accelerator pedal.)

5. Turn off the idle position swi tch for not less than 1 second but not more than 3 seconds. (Press the accelerator pedal.)

6. After the above operations are properly completed, the CHECK ENGINE lamp (MIL) illuminates for 3 seconds to report the memory is cleared.

7. Turn off the starter switch. Wait for 5 seconds and turn on the starter switch again.

When Tech 2 ha s been connected to the vehicle, the DTC can be cleared through the memory clear operation with Tech 2.

accelerator pedal.)

3. Turn off the idle position switc h for not les s than 1 second but n ot more than 3 seconds. (Pr ess the accelerator pedal.)

Endless Display

LNW21AMF000601-X

Page 46

1A-44 Engine Control System

ECM Voltage and Continuity Test/Measurement

To test and measure the ECM for voltage and continuity, use a circuit breaker box and 4HL1 adapter harness.

34 51 68 85 102

119

LNW21ASH010501

103

120

130

Functional Check List

Hearing The objective is to comprehend the symptom completely based on the

customer complaint and provide accurate diagnostic.

On-Board Diagnosti c Syst em Check

Inactive CHECK ENGINE Lamp (MIL) Check

Active CHECK ENGINE Lamp (MIL) Check

The objective is to identify the faulty por tion on the electronic en gine control system. (Checking proc edu re )

The objective is to check the CHECK ENGINE lamp (MIL) when it is not turned on even after starter switch turn-on.

The objective is to check the CHECK ENGINE lamp (MIL) when it does n ot blink (i.e., it keeps continuous lighting) even after diagnostic switch turn-on.

ECM Power Supply and Grounding System Circuit Check

The objective is to check ECM power supply and grounding system circ uits when they seem to be faulty.

Hearing Diagnostic

1. Using the Engine Control System Diagnostic Chart, completely hear and comprehend the customer complaint. Reference: Proceed the process by focusing on the po ssible faulty system estimated from the fault (fact) instead of random hearing.

2. Judge the failure information accurately. Comprehend the situation concretely based on 5W1H principle. Example: Low temperature, startup stage, permanent generation, vicinity of engine, metallic sound, etc.

Key points on hearing

• What • Faulty event

• When • Date and time, generation frequency

• Where • Situation of road

• State • Running condition, driving condition, weather conditions

• Result • Feeling of fault

Page 47

Engine Control System Diagnostic Chart

When receiving the vehicle from the customer in the service factory, you must verify both the sy mptom and failure data using the Engine Control System Diagnostic Chart.

Engine Control System 1A-45

LNW21ASH001301

Legend

1. Symptom

2. Failure generation frequency and conditions

The reason why this sheet is needed is as follows.

1. The symptom may not be reproduced in the service factory.

2. The customer complaint is always not represent failure.

3. If failure conditions are no t inp ut to th e r esp ons ible technician correctly, unwanted repair man-hours will be generated.

• The Engine Control System Diagnostic Chart helps diagnostic, repair, and repair verification.

Page 48

1A-46 Engine Control System

Engine Control System Diagnostic Chart

Customer

Driver

Vehicle acceptance date

Registration No.

No engine start

Poor startability

Instable idling

Poor driveability

SymptomFault conditions

Engine stall

Vibration at idling

Data observed at fault occurrence

Fault generation frequency

No cranking No initial combustion Incomplete initial combustion

Long cranking (6 seconds or more)

Others

Incorrect idle speed (idle speed enters into typical range after warm-up)

Rough idling (idle speed deviates from the typical range after warm-up)

Surging

Unusual sound

Immediately after engine startup

At operation of A/C

At gear shifting

Engine has transverse vibration and body has vertical vibration (engine’s vertical vibration is weaker than body’s vibration)

Always

Others

Inspector:

Vehicle model and model year

Vehicle ID

Engine model

Engine ID

Engine type

Odometer reading km

Unusual idle speed High ( rpm) Low ( rpm)

Others

Knocking Engine vibrationExtensive black/white smoke

Others

At release of accelerator pedal

Immediately after engine oil replacement

Others

OnceOccasionally (cycles: times/month)

Weather

Temperature 30

Place

Engine temperature

Driving conditions

Check Engine lamp

Past

DTC

Present

Fault history

Clear Cloudy Rainy Snowy Combined/

C or above

Highway Suburban area

Rough road

Cold

Startup

Driving

A/C SW ON/OFF

Date (year/month/day)

Warm-up After warm-up Coolant temperature

C 10-15 C0C or below ( C)

20-30

Urban area Uphill slope Downhill slope

Others

Immediately after startup ( minutes) Idling Racing

Steady-speed driving Acceleration Deceleration

Others

Occasionally ON OFF

others

C Oil temperature C

LNW21AXF000701-X

Page 49

On-Board Diagnostic (OBD) System Check

Engine Control System 1A-47

Battery

DLC

0.5GR/W

112 88

0.25B

1.25B

SBF 50A

1.25B

SBF

100A

0.5B

Main Relay

1.25W/R

0.5L/Y

0.5SB 118 117 116 115 114 113 109

3W/G2W/G

SBF 50A

SBF 30A

1.25W/R

3W/L

SBF 60A

Glow

Relay

Glow

Relay

121 120 119 95 87

(ST)IG(ON)

#19

#22

15A

10A

0.5B/W

0.75B/O

0.75B

0.5B

0.5Y/B

CHECK ENGINE Lamp

ECM (Engine Control Module)

Circuit Description

The on-board diagnostic (OBD) system check is a starting point for any driveability complaint diagnosis. Before using this procedu re, perform a visual/physical check of the ECM (engine control module), VIM (vehicle interface module), and engine grounds for cleanliness and tightness. The OBD system check is an organized approach to identifying a problem created by an electron ic engine control system malfunction.

Diagnostic Aids

An intermittent may be cau sed by a poor con nectio n, a rubbed-through wire i nsulation, or a wir e broken ins ide the insulator. Check for the following con ditions and, if a fault is found, perform repair or replacement.

• Poor connection at ECM: Inspect harness connectors for backed-out pins, improper mating, broken locks, improp erly for med o r damag ed pins, and poor pin-to-wire connection.

• Damaged harness : Inspect the wiring harnes s for

LNW21ALF006001-X

rubbed-through wire insulation or wire broken inside the insulator.

Test Description

Number(s) below refer to the step number(s) on the Diagnostic Chart. 3: The CHECK ENGINE lamp (MIL) should be "ON" steady with the starter switch "ON"/engine "OFF". If not, "Inactive CHECK ENGINE Lamp (MIL) Check" should be used to isolate the malfunction. 4: Check the data communicat ion circuit and ensures that both ECM and VIM are able to transmit serial data. 5: When pins are jumpered and the voltag e reads 0 V, the cause is open wi ring. When pins are not jumpered and the voltage reads 24 V, the cause is short. 10: This test ensures that the ECM is capable of controlling the MIL and the MIL driver circuit is not shorted to ground. If a problem presents, the vehicle should be repaired using "Unblinking MIL Check".

Page 50

1A-48 Engine Control System

13: A Tech 2 parameter that is not within the typical range may help to i solate the area that is causing the problem.

Step Action Value(s) Yes No

Check the main relay.

1. Remove the main relay.

2. Check the main relay for open wiring or

short-circuit.

—

Is the main relay in normal condition? Replace the main relay

Is the action complete? Observe the CHECK ENGINE lamp for

operation.

1. Starter switch "ON", engine "OFF".

2. Observe the CHECK ENGINE lamp. Is the CHECK ENGINE lamp "ON" for 5

seconds after starter switch "ON"? Check the data communi cations are normall y

established.

1. Starter switch "OFF".

2. Install Tech 2.

3. Starter swit ch "ON".

4. Using Tech 2, display engine data. Does Tech 2 display engine data?

Check the data communication circuit for open wiring or short.

1. Starter switch "OFF", and disconnect the ECM and VIM.

2. Jumper the data link connector (DLC)

pins, and measure resistances at ECM and VIM connectors.

Was a problem found?

Repair or replace the faulty harness. Is the action complete?

Check the operation of Tech 2 with another vehicle.

Is the Tech 2 in normal condition? Repair or replace Tech 2.

Is the action complete?

Go to Step 3 Go to Step 2

—

ECM pins

88-87

(jumpered:

pins 4-7): 0Ω

(not jumpered):

∞Ω

VIM pins

24-73

(jumpered:

pins 4-7): 0Ω

(not jumpered):

∞Ω Go to Step 6 Go to Step 7

—

Go to Step 3 —

Refer to "Inactive CHECK ENGINE

Lamp (MIL)

Check" and go to

Go to Step 4

Go to Step 10 Go to Step 5

Verify repair and

go to Step 8 —

Go to Step 9 Go to Step 8

Go to Step 4 —

Step 4

Page 51

Engine Control System 1A-49

Step Action Value(s) Yes No

1. Replace the ECM.

IMPORTANT: If necessary (for the vehi cle equipped w ith

idle stop function), input the number of startups to the replacing ECM.

—

Is the action complete? Observe the CHECK ENGINE lamp for

operation.

1. Short DLC (Data Link Connector) pins 4

and 6 and turn on the diagnostic switch.

2. Starter switch "ON", and observe the CHECK ENGINE lamp.

Does the CHECK ENGINE lamp blink? Using Tech 2, check DTC.

Is DTC detected? Start the engine. Does the engine start and continue running?

1. Using Tech 2, display engine data.

2. Compare engine data to Tech 2 typical values.

Do engine data almost agree with typical values?

—

Go to Step 4 —

"Unblinking

CHECK ENGINE

Lamp Check" and

Go to Step 11

Go to the

appropriate DTC

Chart. Go to Step 12

Go to Step 13

The OBD system

is in normal

condition

go to Step 11

Diagnosis Chart”

and go to Step 13

Refer to "Test

Description"

Refer to

“Symptom

Page 52

1A-50 Engine Control System Inactive CHECK ENGINE Lamp Check

Battery

DLC

0.5GR/W

112 88

0.25B

1.25B

SBF 50A

1.25B

SBF

100A

0.5B

Main Relay

1.25W/R

0.5L/Y

0.5SB 118 117 116 115 114 113 109

3W/G2W/G

SBF 50A

SBF 30A

1.25W/R

3W/L

SBF 60A

Glow

Relay

Glow

Relay

121 120 119 95 87

(ST)IG(ON)

#19

#22

15A

10A

0.5B/W

0.75B/O

0.75B

0.5B

0.5Y/B

CHECK ENGINE Lamp

ECM (Engine Control Module)

Circuit Description

After the starter switch is turned on, the CHECK ENGINE lamp (MIL) is lit for 5 seconds and then turned off. The power is suppl ied to this lam p from the ba ttery via the starter switch. The ECM recognizes the ON signal from the starter switch and turns on the CHECK ENGINE lamp.

Diagnostic Aids

• Poor connection at ECM: Inspect harness connectors for backed-out pins, improper mating, broken locks, improp erly for med o r damag ed pins, and poor pin-to-wire connection.

LNW21ALF006001-X

• Damaged harness: Inspe ct the wiring harness for rubbed-through wire insulation or wire broken inside the insulator.

Test Description

Number(s) below refer to the step number(s) on the Diagnostic Chart. 2: When other lamps in the meter are turned on, the power circuit from the battery to the CHEC K ENGINE lamp is sound.

Page 53

Engine Control System 1A-51

Step Action Value(s) Yes No

Perform the "On-Board Diagnostic (OBD) System Check".

Was the OBD System Check performed? Check other lamps in the meter (such as

parking brake lamp and charge lamp) are turned on.

1. Starter swit ch "ON".

2. Check the lamp power-on status in the meter.

Are other lamps "ON"? Check the SBF (key switch: 50 A) and fuse

(meter back: 15 A).

Are SBF and fuse in normal condition? Replace the SBF or fuse.

Is the action complete? Check the power is supplied to the SBF (k ey

switch: 50 A).

1. Remove the SBF.

2. Starter swit ch "ON".

3. Measure the voltage at the SBF connector.

—

16 ~ 32V

Go to Step 2

Refer to "ECM

Power Supply and

Grounding

System Circuit

Check" and go to

Step 19 Go to Step 3

Go to Step 5 Go to Step 4

Verify repair and

go to Step 23 —

Refer to OBD

System Check

and go to Step 2

Was the voltage within range? Check the battery voltage for correctness.

Is the battery voltage is normal condition? Charge or replace the battery.

Is the action complete? Check battery cables for poor connection or

open wiring.

Are battery cables in normal condition? Repair or replace battery cables.

Is the action complete? Check the power is supplied to the fuse

(meter back: 15 A).

1. Remove the fuse.

2. Starter swit ch "ON".

3. Measure the voltage at the fuse connector.

Was the voltage within range? Repair or replace the harness between fuse

(meter back: 15 A) and CHECK ENGINE

lamp. Is the action complete?

16 ~ 32V

—

16 ~ 32V

—

Go to Step 10 Go to Step 6

Go to Step 8 Go to Step 7

Verify repair and

go to Step 23 —

Go to Step 23 Go to Step 9

Verify repair and

go to Step 23 —

Go to Step 11 Go to Step 12

Verify repair and

go to Step 23 —

Page 54

1A-52 Engine Control System

Step Action Value(s) Yes No

Check the CHECK ENGINE lamp bulb.

1. Remove the CHECK ENGINE lamp bulb.

2. Check the bulb is broken.

—

Is the bulb in normal condition? Replace the bulb.

Is the action complete? Check the power is supplied to the starter

switch.

1. Disconnect the starter switch connector.

2. Measure the voltage between starter

switch connector pin (vehicle side) and ground (e.g., frame or body).

Was the voltage within range? Repair or replace the harness between SBF

(key switch: 50 A) and starter switch.

Is the action complete? Check the starter switch.

1. Remove the starter switch.

2. Starter swit ch "ON".

3. Check the continuity between starter switch pins.

Is the starter switch in normal condition? Replace the starter switch.

Is the action complete? Repair or replace the harness between starter

switch and fuse (meter back: 15 A).

Is the action complete? Check the circuit between EC M and CHECK

ENGINE lamp for open wiring.

1. Disconnect the meter connector A.

2. Disconnect the ECM.

3. Check the con tinuity between meter and ECM connectors pins.

—

Pin 2-ground:

16-32 V

—

Pins 2-3:

Continued

—

Pins A5-99:

Continued

(Meter) -

(ECM).

Go to Step 14 Go to Step 13

Verify repair and

go to Step 23 —

Go to Step 16 Go to Step 15

Verify repair and

go to Step 23 —

Go to Step 18 Go to Step 17

Verify repair and

go to Step 23 —

Verify repair and

go to Step 23 —

Is the circuit in normal condition? Repair or replace the harne ss between ECM

and CHECK ENGINE lamp.

Is the action complete? Re-observe the CHECK ENGINE lamp for

operation.

1. Certainly install necessary components

such as connectors, fuses, and relays.

2. Starter switch "ON”, and observe the CHECK ENGINE lamp.

Is the CHECK ENGINE lamp "ON"?

—

Go to Step 21 Go to Step 20

Verify repair and

go to Step 23 —

Refer to

"Diagnostic Aids" Go to Step 22

Page 55

Engine Control System 1A-53

Step Action Value(s) Yes No

1. Replace the ECM.

Important: If necessary (for the vehi cle equipped w ith

idle stop function), input the number of startups to replacing the ECM.

Is the action complete? Re-observe the CHECK ENGINE lamp for

operation.

1. Certainly install necessary components

such as connectors, fuses, and relays.

2. Starter switch "ON", and observe the CHECK ENGINE lamp.

Is the CHECK ENGINE lamp "ON"?

—

Verify repair and

go to Step 2 —

—

Repair is complete Go to Step 1

Page 56

1A-54 Engine Control System Unblinking CHECK ENGINE Lamp Check

Battery

DLC

0.5GR/W

112 88

0.25B

1.25B

SBF 50A

1.25B

SBF

100A

0.5B

Main Relay

1.25W/R

0.5L/Y

0.5SB 118 117 116 115 114 113 109

3W/G2W/G

SBF 50A

SBF 30A

1.25W/R

3W/L

SBF 60A

Glow

Relay

Glow

Relay

121 120 119 95 87

(ST)IG(ON)

#19

#22

15A

10A

0.5B/W

0.75B/O

0.75B

0.5B

0.5Y/B

CHECK ENGINE Lamp

ECM (Engine Control Module)

Circuit Description

After DLC pins are shorted (i.e., the diagnostic switch is turned on), the CHECK ENGINE la mp s tar ts blin ki ng to indicate the engine and rel ated sy stems ar e in faulty or normal condition. The ECM recognizes the ON signal from the diagnostic switch and blinks the CHECK ENGINE lamp.

Diagnostic Aids

An intermittent may be cau sed by a poor con nectio n, a rubbed-through wire i nsulation, or a wir e broken ins ide the insulator. Chec k for the followi ng conditions and, if a fault is found, perform repair or replacement.

• Poor connection at ECM: Inspect harness connectors for backed-out pins, improper mating, broken locks, improp erly for med o r damag ed pins, and poor pin-to-wire connection.

LNW21ALF006001-X

• Damaged harness: Inspe ct the wiring harness for rubbed-through wire insulation or wire broken inside the insulator.

Test Description

Number(s) below refer to the step number(s) on the Diagnostic Chart. 2: When even disconnecting the ECM do es not tur n off the CHECK ENGINE lamp, the ground circuit of the lamp is shorted.

Page 57

Engine Control System 1A-55

Step Action Value(s) Yes No

Perform the "On-Board Diagnostic (OBD) System Check".

Was the OBD System Check performed? Check the circuit between EC M and CHECK

ENGINE lamp for short to ground.

1. Starter switch "OFF".

2. Disconnect the ECM.

3. Starter switch "ON", and observe the CHECK ENGINE lamp.

—

Go to Step 2

—

Refer to OBD

System Check

and go to Step 2

Is the CHECK ENGINE lamp "OFF"? Repair or replace the harne ss between ECM

and CHECK ENGINE lamp.

Is the action complete? Check the diagnostic switch circuit for open

wiring.

1. Disconnect the ECM.

2. Short DLC pins 4 and 6.

3. Check the continuity between ECM connector pin and ground (e. g., frame or body).

Is the circuit in normal condition? Check the DLC ground circuit for open wiring.

1. Check the continuity between DLC pin

and ground (e.g., frame or body).

Is the circuit in normal condition? Repair or replace the DLC ground circuit

harness. Is the action complete?

Repair or replace the harne ss between ECM and DLC pin 6.

Is the action complete? Re-observe the CHECK ENGINE lamp for

operation.

1. Certainly connect connectors.

2. Short DLC pins 4 and 6.

3. Starter switch "ON", and observe the CHECK ENGINE lamp.

Does the CHECK ENGINE lamp blink?

1. Replace the ECM.

—

ECM pin 112-

ground:

Continued

DLC 4/5 pin-

ground:

Continued

—

Go to Step 4 Go to Step 3

Verify repair and

go to Step 10 —

Go to Step 8 Go to Step 5

Go to Step 7 Go to Step 6

Verify repair and

go to Step 10 —

Verify repair and

go to Step 10 —

Refer to

"Diagnostic Aids" Go to Step 9

Important: If necessary (for the vehi cle equipped w ith

idle stop function), input the number of startups to the replacing ECM.

Is the action complete?

—

Verify repair and

go to Step 10 —

Page 58

1A-56 Engine Control System

Step Action Value(s) Yes No

Re-observe the CHECK ENGINE lamp for operation.

1. Certainly connect connectors.

2. Short DLC pins 4 and 6.

—

3. Starter switch "ON", and observe the CHECK ENGINE lamp.

Does the CHECK ENGINE lamp blink?

The repair is

complete Go to Step 1

ECM Power Supply and Grounding System Circuit Check

Battery

0.5B

0.5L/Y

118

Main Relay

0.5L/Y

117

SBF

100A

1.25W/R

116

115

3W/G2W/G

SBF

50A

SBF

30A

1.25W/R

1.25W/R 114

3W/L

Glow Relay

SBF 60A

121

0.25B

120

1.25B

SBF 50A

119

1.25B

(ST)IG(ON)

#22 10A

0.5B/W 109

113

0.75B

#19 15A

0.75B/O

0.5B

ECM (Engine Control Module)

Circuit Description

The power is supplie d to the ECM from the battery via the main relay. After the ECM recognizes the ON signal from the starter switch and tur ns on the ma in rel ay, the power is supplied to the ECM.

LNW21ALF005001-X

Page 59

Engine Control System 1A-57

Diagnostic Aids

An intermittent may be cau sed by a poor con nectio n, a rubbed-through wire i nsulation, or a wir e broken ins ide the insulator. Chec k for the followi ng conditions and, if a fault is found, perform repair or replacement.

• Poor connection at ECM: Inspect harness connectors for backed-out pins, improper mating, broken locks, improp erly for med o r damag ed pins, and poor pin-to-wire connection.

Step Action Value(s) Yes No

Perform the "On-Board Diagnostic (OBD) System Check".

Was the OBD System Check performed? Check the SBF (ECU: 50 A , en gin e c ontrol le r:

50 A) and fuse (engine controller: 10 A).

Are the SBF and fuse in normal condition? Replace the SBF or fuse.

Is the action complete? Check the ON signal is input to the ECM fr om

the starter switch.

1. Disconnect the ECM.

2. Starter swit ch "ON".

3. Measure the voltage between ECM connector pin and ground (e. g., frame or body)

• Damaged harness: Inspe ct the wiring harness for rubbed-through wire insulation or wire broken inside the insulator.

—

Pin 109-

ground:

16 ~ 24V

Go to Step 2

Go to Step 4 Go to Step 3

Verify repair and

go to Step 4 —

Refer to OBD

System Check

and go to Step 2

Was the voltage within range? Repair or replace the harness between starter

switch and ECM pin 109.

Is the action complete? Check the power su pply voltage is applied to

the main relay.

1. Remove the main relay.

2. Starter swit ch "ON".

3. Measure the voltage between main relay connector (pin 1) and g round ( e.g., fr ame or body).

Was the voltage within range? Check the power su pply voltage is applied to

the SBF (engine controller: 30 A).

1. Remove the SBF.

2. Starter swit ch "ON".

3. Measure the voltage at the SBF connector.

Was the voltage within range? Repair or replace the harness between SBF

(engine controller: 30 A) and main relay.

Is the action complete?

—

16 ~ 32 V

—

Go to Step 6 Go to Step 5

Verify repair and

go to Step 6 —

Go to Step 10 Go to Step 7

Verify repair and

go to Step 9 Go to Step 8

Verify repair and

go to Step 10 —

Page 60

1A-58 Engine Control System

Step Action Value(s) Yes No

Repair or replace the harness between SBF (ECM: 50A) and SBF (engine controller: 30A).

Is the action complete? Check the main relay coil circuit for open

wiring.

1. Remove the main relay.

2. Disconnect the ECM.

3. Check the co ntinuity between main rel ay and ECM pin as w ell as main relay and ground (e.g., frame or body).

Is the circuit in normal condition? Repair or replace the faulty harness.

Is the action complete? Check the circuit between main relay and

ECM for open wiring.

1. Remove the main relay.

2. Disconnect the ECM.

3. Check the co ntinuity between main rel ay and ECM pin.

—

Pins 4-

117/118:

Continued

(Main relay) -

(ECM)

Pin 3-ground:

Continued

(Main relay)

—

Pins 2-

114/115/116:

Continued

(Main relay) -

(ECM)

Verify repair and

go to Step 10 —

Go to Step 12 Go to Step 11

Verify repair and

go to Step 12 —

Is the circuit in normal condition? Repair or replace the faulty harness.

Is the action complete? Check the ECM po wer g r ound ci rcui t for o pen

wiring.

1. Disconnect the ECM.

2. Check the continuity between ECM pin and ground (e.g., frame or body).

Is the circuit in normal condition? Repair or replace the faulty harness.

Is the action complete?

—

Pin 119/120/

121-ground:

Continued

—

Go to Step 14 Go to Step 13

Verify repair and

go to Step 12 —

Check is co mplete Go to Step 15

Verify repair —

Page 61

Diagnosis with Tech 2 Scan Tool

T ech 2 Scan Tool

Tech 2 is an effective tool for diagnosis of electrical failures on the engine co ntrol system. Thi s scan tool is a small and lightweight handheld tester and, once connected to the DLC on a vehicle, c omm uni cates with the on-board ECM to per form various diagnostics and tests.

Engine Control System 1A-59

Legend

1. PCMCIA card

2. Tech 2

Features of Tech 2

• Tech 2 (2) is operated at 12 V. Therefore, 24-V power supply must n ot be used for this tool . If the vehicle electrical system rating is 24 V, the adapter must be connecte d t o a 1 2 V batte ry. Tech 2 mus t not be powered by the cigarette lighter.

LNW21ALF000201

3. DLC cable

4. SAE 16/19-pin adapter

• Insert the PCMCIA card (1) into Tech 2. Then, connect the DLC cable (3) and SAE 16/19-pin adapter (4) to the VCI (vehicle communication interface) of Tech 2 and connect Tech 2 to the DLC on the vehicle.

• Insert or remove the PCMCIA card with the power supply turned off.

Page 62

1A-60 Engine Control System

• Tech 2 supports two snapshot capacities.

• The PCMCIA card is susceptible to magnetism and static electri city and, therefore, c omplete care should be taken in handling.

• Tech 2 can plot snapshot graphs.

• Hitting the Exit key allows you to return to the main menu at any time.

• To clear DTC(s), you should open the applic ation menu and select "F1: Clear DTC Info" or "Clear DTC".

Connection

1. Insert the ISUZU System PCMCIA card into Tech

2. Install the SAE 16/19-pin adapter to the DLC cable.

3. Connect the DLC cable to Tech 2.

4. Check the starter switch is turned off.

5. Connect the Tech 2 SAE 16/19-pin adapter to the DLC (data link connector = black) on the vehicle.

Connect Tech 2 and 12 V batter y with an adapter cable.

LNW21ASH001401

• If the voltage is not applied to Tech 2, check the 3 A fuse.

6. Turn on the starter switch and press the PWR key on Tech 2.

7. Check the following sc reen app ears on the Tec h 2 display.

87654321

161514131211109

LNW21ASH001801

Press (ENTER) To Continue

RUW16ESH001501-X

CAUTION: Before inserting or removing the PCMCIA card, always check the power is not applied to Tech 2.

Page 63

Operatin g Procedure

Press (ENTER) To Continue

(ENTER)

Engine Control System 1A-61

Vehicle Identification

Select one of the following

(N*) ELF, NPR, NQR, VFR

(ELF, NPR, NQR, VFR ENTER)

System Selection Menu

Main Menu

F0 : Diagnostics

F1 : Service Programming System (SPS)

F2 : View Capture Data F3 : Tool Options F4 : Down load/Up load Help

(F0 ENTER)

Vehicle Identification

Select one of the following

Model Year(s)

(3)

2003

(2)

2002

(1)

2001

(Y)

2000

(X)

1999

(W)

1998

(2)

2002

(2002 ENTER)

(N*) ELF, NPR, NQR, VFR

F0 : Engine

F1 : Transmission

F2 : Chasis

F3 : Boody

(F0 ENTER)

Vehicle Identification

Select one of the following

Eingine

Denso 4H* 4JHI-TC Bosch 4HL1/4HJ1(COMMON RAIL) 4HL1/4HJ1(

Vehicle Interface Module

4HE1-TC (Diesel)

(4HL1/4HJ1(COMMON RAIL) or 4HL1/4HJ1(Vehicle Interface Module) ENTER)

)

LNW21ALH000101-X

RUW16ELH000101-X

Menu List

• The list below shows what function is currently used by the Tech 2 software.

F0: Diagnostic Trouble Codes

F0: Read DTC Info As Stored By ECU F1: Clear DTC Information

F1: Data Display

F0: Data Display F1: Snapshot F2: Programming

F0: Write Starting Counter F1: Write Starting Replace Counter

Page 64

1A-62 Engine Control System

F2: Snaphot F3: Actuator Test

F0: Common Rail Pressure Control Test F1: Injector Balance Test F2: Intake Throttle Test F3: EGR Control Test F4: Glow Time Relay Test

Menu Breakdown Diagnostic Trouble Codes

• When you find a DTC, go to the DTC Chart.

Diagnostic Trouble Codes

F0 : Read DTC Info As Stored By ECU

F1 : Clear DTC Information

LNW21ASH001501-X

The DTC is a lang uage allowing you to commun icate with the on-board ECM. The DTC is coarsely divided into two categories, past DTC and current DTC.

• Current DTC: A fault (failure) is displayed that is found in the current ignition cycle.

• Past DTC: A fault (failure) is displayed that was found in the last or past ignition cycle.

• Multiple DTC is generated when several troubles (failures) occur. When multiple sensors or switches share a ground, or an open wiring o r short occurs on the shared power supply or ground, DTCs with respect to related sensors or switches are displayed. If several DTCs are displayed, it is necessary to inspect the shared power supply or ground for open wiring or short. Usin g DTC clear mode erases the vehic le D TC info r mati on f rom the ECM.

Data Display

• Typical values are described in the Tech 2 data list.

Data Display

System Voltage

Vehicle Speed

Desired Idle Speed

Engine Speed

Accelerator Sensor

Final Accelerator Opening

ECT Sensor (Engine Coolant Temparature)

Coolant Temperature

System Voltage

Select

Items

DTC

Quick

Snapshot

LNW21ASH010601-X

km/h

RPM

This menu displays the current data. The contents synchronize with the vehicle status. For example, th e engine coolant temperature sensor is monitored and displayed on the screen an d, if the engi ne is idling, the temperature on the screen will be changed accordingly.

• When you cannot select this data display menu: A fault presents on the cable between ECM and DLC.

• When an unusual value appears fix ed ly: Example - If the engine coolant temperature displayed is fixed to –40°C or +140°C, the possible cause is faulty ECT sensor, open wiring, or short. When moving conne ctors or wiring ha rnes ses with hands changes the display, poor pin connection, improper pin layout, broken harness wires, or short is a cause and, therefore, repair is needed.

• When "✻" appears instead of value: The Tech 2 software is faulty. If even one asterisk is observed instead of data on the display, the PCMCIA card needs version up.

Snapshot

• The snapshot mode records menus on the data list and plots graphs.

• Using this mode, you can reproduce and record customer’s claimed conditions and find faulty engine data.

• You can replay the recorded data with the commercial power applied to home outlets.

Page 65

Engine Control System 1A-63

• In the snapsho t after d eterminatio n of tri gger type , you can record the dat a ob tai ned whe n th e DT C is displayed. Reviewing this data can reveal the cause of failure.

Snapshot Plot

12345

ECT Desired Idle Speed Engine Speed

RUW16ESH001601

Replaying recorded data graph

1. Turn on Tech 2 and select "Snapshot data" displayed thereafter.

2. Check snapshot data titles appear on the screen.

3. Select the desired snapshot data title.

4. The data appears on the screen. To access the graph, select "Plot" at the bottom.

5. Menu select scre en appears. Move to th e desired item and press the Enter key until three items are selected. Then, select "Approve" at the bottom.

6. The graph is plotted on the screen.

Snapshot after data indication

1. Select "Data Display" from the application menu.

2. After the vehicle data appears, se lect "Snapshot" at the screen bottom.

3. After the elapse of some time, press the Exit key.

4. The screen changes. After "Continue" appears at the bottom, select "Continue".

5. After "Plot" appears at the bottom, select "Plot".

6. The menu select screen appears. Move to the desired item and press the Enter key until three items are select ed. Then, select "Approve" at the bottom.

7. A graph is plotted on the screen.

Snapshot after determination of trigger type

1. Select "Data Display" from the application menu.

2. After items appears on the screen, select the desired item.

3. After the snapshot option screen appears, determine the trigger type and select "Record Snapshot" at the bottom.

4. When "Standby" blinks at the upper right of the screen, select "Trigger" at the bottom.

5. Verify the trigger type.

6. The screen changes. After "Continue" appears at the bottom, select "Continue".

7. After "Plot" appears at the bottom, select "Plot".

8. The menu select screen appears. Move to the desired item and press the Enter key until three items are select ed. Then, select "Approve" at the bottom.

9. A graph is plotted on the screen.

Page 66

1A-64 Engine Control System

Actuator test

F3: Actuator Test

F0: Common Rail Pressure Control Test

When a fault is found in "F0: Common rail Pressure Control Test"

This test aims at checking the common rail pressure is correctly controlled by the ECM and common rail pressure sensor. Test procedure:

1. Select "Common Rail Pressure Control Test" from "Actuator Test".

2. Press "Decrease" or "Increase" soft key to check the data list.

3. When the data list cha nges as shown b elow, the common rai l pressu re cont rol is correctly performed. Test result

Item Increase

instruction Desired Rail Pressure (MPa) Increase Decrease Actual Rail Pressure (MPa) Increase Decrease SCV Duty Ratio (%) Decrease Increase Common Rail Pressure Sensor (V) Increase Decrease SCV Current (mA) Decrease I ncrease Difference Between Desired And Actual Values (MPa) within ±1 When a fault is found in this test, identify regular error, irregular error, or fixed

indication. Possible causes:

1. The desired rail pressure is fixed: Tech 2 communication error occurs or the ECM is faulty.

2. The actual rail pressure does not follow the desired rail pressure:

• Following under regular error = The problem lies in accuracy of common rail pressure sensor.

• Following under irreg ular error =The problem lies in coll apsed fuel pipe, forei gn material mixing-in, poor fuel system vent, unstable battery voltage, SCV aging, supply pump aging, or electrical or mechanical noise.

• Fixed indication of actual rail pressure = The problem lies in shorted common rail pressure sensor system, faulty sensor, shorted SCV system, or faulty SCV.

Decrease

instruction

Page 67

Engine Control System 1A-65

F3: Actuator Test

F1: Injector Balance Test

When a fault is found in "F1: Injector Balance Test"

F2: Intake Throttle Test

This test aims at checking the in jector dri ve signals ar e correctly s ent to injecto rs to operate the devices accordingly. Test procedure:

1. Select "Injector Balance Test" from "Actuator Test".

2. Press "Next" soft key to select the injector number.

3. Press "Off" soft key to check the data list and vehicle condition.

4. When the vehicle condition changes as shown below, the injector control is correctly performed. Test result: When the injector stops, the fuel injection to the relevant cylinder stops and change in engine speeds is observed.

Possible causes:

1. The injector system is shorted.

2. The inject or is aged. (Check the cylinder-to -cylinder calibration on the data list and determine functions of the injector.)

3. The fuel pipe is collapsed. Foreign materials are mixed.

4. The fuel injection is restricted due to operation of flow damper. (After the engine is left inoperative for ab out 8 hour s, and t he injecto r is rete sted an d the faul t does not occur, the cause lies in operation of flow damper.)

This test aims at checking the working condition of the intake throttle valve and ITP (intake throttle position) sensor. Test procedure:

1. Select "Intake Throttle Test" from "Actuator Test".

2. Press "Decrease" or "Increase" soft key to check the data list.

3. When the data list changes as shown below, the intake throttle control is correctly performed. Test result:

When a fault is found in "F2: Intake Throttle Test"

Item Increase

instruction Desired Intake Air Throttle Position (°C A) Decrease Increase Actual Intake Throttle Position (°C A) Decrease Increase Intake Throttle Duty Ratio (%) Increase Decrease Intake Throttle Valve (V) Decrease Increase Difference Between Desired And Actual Values (°C A) within ±1 When a fault is found in this test, identify regular error, irregular error, or fixed

indication. Possible causes:

1. The desired intake air throttle position is fixed (no change): Tech 2 communication error occurs or the ECM is faulty.

2. The actual intake throttle position does not follow the desired intake throttle position:

• Following under regular error = The problem lies in accuracy of ITP sensor.

• Following under irregular error = The problem lies in deformed intake throttle valve, stain, foreign material mixing-in, unstable or aged motor power supply, unstable battery voltage, aged motor functions, or electrical or mechanical noise.

• Fixed indication of actual intake throttle position = The problem lies in shorted ITP sensor system, faulty sensor, stuck intake throttle valve, or faulty motor.

Decrease

instruction

Page 68

1A-66 Engine Control System

F3: Actuator Test

F3: EGR Control Test

When a fault is found in "F3: EGR Control Test"

This test aims at ch ec ki ng the wo rk ing c ond iti on o f the EG R v alv e a nd E GR valve position sensor. Test procedure:

1. Select "EGR Control Test" from "Actuator Test".

2. Press "Decrease" or "Increase" soft key to check the data list.

3. When the data list changes as shown below, the EGR control is correctly executed. Test result:

Item Increase

instruction EGR Target Lift Position (mm) Increase Decrease EGR Current Position (mm) Increase Decrease EGR Duty Cycle (%) Increase Decrease EGR Position Sensor (V) Increase Decrease Difference Between Desired And Actual Values (mm) within ±1 When a fault is found in this test, identify regular error, irregular error, or fixed

indication. Possible causes:

1. The EGR Target Lift valve position is fixed (no change): Tech 2 communication error occurs or the ECM is faulty.

2. The EGR Current valve position does not follow the EGR Target Lift valve position:

• Following under regular error = The problem lies in accuracy of EGR valve position sensor.

• Following under irregular error = The problem lies in deformed EGR valve, contamination, fore ign material mixing-in, unstabl e or aged motor power supply, unstable battery voltage, aged motor functions, or electrical or mechanical noise.

• Fixed indica tion of actual intake throttle position = T he problem lies in s horted EGR valve position system, faulty sensor, stuck EGR valve, or faulty motor.

Decrease

instruction

F4: Glow Time Relay Test

When a fault is found in "F4: Glow Time Relay Test"

T ech 2 typical data values

The data list is used to check the condition of the vehicle (engine). Th e reference values ( typical values) are compared to the data acquired from the actual vehicle to determine th e current situati on, for example ,

This test aims at checking the working condition of the glow relay and the integrity of the glow lamp bulb. Test procedure:

1. Select "Glow Time Relay Test" from "Actuator Test".

2. Press "Run" or "Stop" soft key to check working sounds of the glow relay and the operation of the glow lamp.

3. When the glow relay and g low lam p wo rk as sh own b elow, the warm-up contro l is correctly performed. Test result:

• Pressing "Run" soft key: The glow relay generates sounds and the glow lamp is lit.

• Pressing "Stop" soft key: The glow relay generates sounds and the glow lamp is turned off.

Possible causes:

1. No sound is generated: The glow relay system suffers from open wiring or short, or the relay is faulty.

2. The glow la mp i s no t tu rn ed o n aft e r "Ru n" so f t ke y is h it : T h e gl ow la m p sys t em suffers from open wiring or the lamp bulb filament is broken.

3. The glow lamp is not turned off after "Stop" soft key is hit: The glow lamp system circuit is shorted to ground .

temporary or permanent deviation, so that you can diagnose the vehicle (engine) and think out appropriate repair plan. (The men u in your Tech 2 may d iffer from that shown above due to software version. Also, the menu may be changed without prior notice.)

Page 69

Engine Control System 1A-67

Tech 2 Engine Date ECM Date

• Engine status: starter switch ON (room temperature: 20°C, all peripheral devices (air conditioner, freezer, etc.): OFF)

Tech 2 Data Display Units displayed Fail-safe values

System Voltage V 24 (DTC84 is detected) 16 ~ 38 Vehicle Speed km/h 0 (DTC84 is detected) 0

Desired Idle Speed RPM —

Engine Speed RPM 0 (DTC84 is detected) 0 Accelerator Sensor V — 0.3 ~ 0.6 Final Accelerator Opening % 0 (DTC84 is detected) 0

ECT Sensor (Engine Coolant Temperature)

Coolant Temperature °C

V—

Normal running phase:

Startup phase: –20

(DTC23 is detected)

80 (DTC84 is detected)

Values at starter

switch ON

Manual transmission:

657, Automatic

transmission: 732

(V alues will change

depending on

temperatures around

the engine)

2.3 ~ 2.5

(The value will change

depending on

temperatures around

the engine)

20 ~ 23

(The value will change

depending on

temperatures around

the engine)

2.6 ~ 2.9

(The value will change

IAT Sensor (Intake Air Temperature) V —

Normal running phase:

Intake Air Temperature °C

Fuel Temperature Senso r V —

Fuel Temperature °C

Barometric Pressure Sensor V — Approx. 3.6

Startup phase: –20

(DTC22 is detected)

Normal running phase:

Startup phase: –20

(DTC211 is detected)

80 (DTC84 is detected)

depending on

temperatures around

the engine)

20 ~ 23

(The value will change

depending on

temperatures around

the engine)

2.3 ~ 2.5

(The value will change

depending on

temperatures around

the engine)

20 ~ 23

(The value will change

depending on

temperatures around

the engine)

Page 70

1A-68 Engine Control System

Tech 2 Data Display Units displayed Fail-safe values

Values at starter

switch ON

Approx. 100

Barometric Pressure kPa

100 (DTC61 or DTC84 is

detected)

(The value will change

depending on the

barometric pressure)

60 or less (DTC115,

Desired Rail Pressure MPa

DTC118, DTC227,

DTC245, or DTC247 is

—

detected) Actual Rail Pressure MPa — 0 Common Rail Pressure Sensor V — Approx. 0 ~ 0.9 SCV Duty Ratio % — — SCV Current mA — — EGR Duty Cycle % — 0 EGR Position Sensor V — Approx. 0.8 EGR Target Lift Position mm — 0 EGR Current Position mm — 0 Intake Throttle Valve V — Approx. 4.1 Actual Intake Throttle position °CA — Approx. 92.0 ~ 93.0 Desired Intake Air Throttle Position °CA — Approx. 83.0 ~ 84.5 Intake Throttle Duty Ratio % — 0

50 or less (DTC115,

Desired Injection Quan tity mm

/st

DTC118, DTC227,

DTC245, or DTC247 is

—

detected) Desired Fuel Injection Timing °CA — 0

Cylinder 1 Compensation mm

Cylinder 2 Compensation mm

Cylinder 3 Compensation mm

Cylinder 4 Compensation mm Main Injection Quantity mm

Pilot Injection Quantity mm

/st

/st — —

0 (DTC158 or DTC271 is

detected)

0 (DTC159 or DTC272 is

detected)

0 (DTC159 or DTC273 is

detected)

0 (DTC158 or DTC274 is

detected)

Pilot Interval µsec — — Main Injection Period µsec — 0 Pilot Injection Period µsec — 0 Idle Position Switch ON/OFF OFF(DTC84 is detected) ON Idle Up Volume V 0 (DTC84 is detected) Approx. 0.4 PTO Accelerator Sensor V 0 (DTC84 is detected) 0.3 ~ 0.6

PTO Accelerator Opening %

0 (DTC28 or DTC84 is

detected)

Page 71

Engine Control System 1A-69

Tech 2 Data Display Units displayed Fail-safe values

ASR Accelerator Opening % 100 (DTC84 is detected) 100 Starter Switch ON/OFF ON (DTC84 is detected) OFF Ignition Switch ON/OFF ON (DTC84 is detected) ON Clutch Switch ON/OFF OFF(DTC84 is detected) OFF Neutral Switch ON/OFF ON (DTC84 is detected) ON Stop Lamp Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake Valve ON/OFF OFF(DTC84 is detected) OFF Diagnostic Switch ON/OFF OFF(DTC84 is detected) OFF Diagnostic Switch (VIM) ON/OFF OFF(DTC84 is detected) OFF PTO Switch ON/OFF OFF(DTC84 is detected) OFF A/C Switch (Air Conditioning) ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake (AT) Cutoff Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake (ASR) Cutoff Switch ON/OFF OFF(DTC84 is detected) OFF Glow Time Relay ON/OFF OFF(DTC84 is detected) OFF

Values at starter

switch ON

Starter Relay ON/OFF OFF(DTC84 is detected) OFF Glow Time Lamp ON/OFF OFF(DTC84 is detected) OFF QWS Switch ON/OFF OFF(DTC84 is detected) OFF ECO Relay ON/OFF OFF(DTC84 is detected) OFF Freezer Switch ON/OFF OFF(DTC84 is detected) OFF

The value is

Transmission Coding MT/AT MT (DTC84 is detected)

• Engine status: idling (engine coolant temperature: 80°C, all peripheral devices (air conditioner, freezer, etc.): OFF)

Tech 2 Data Display Units displayed Fail-safe values Values at idling System Voltage V 24 (DTC84 is detected) 16 ~ 38 Vehicle Speed km/h 0 (DTC84 is detected) 0

Desired Idle Speed RPM —

Engine Speed RPM 0 (DTC84 is detected) Accelerator Sensor V — 0.3 ~ 0.6

determined by the transmission typ e.

MT: 575

AT: 640

MT: 550 ~ 600

AT: 615 ~ 665

Final Accelerator Opening % 0 (DTC84 is detected) 0

Approx. 0.6

ECT Sensor (Engine Coolant Temperature)

V—

(The value will change

depending on

temperatures around

the engine)

Page 72

1A-70 Engine Control System

Tech 2 Data Display Units displayed Fail-safe values Values at idling

Normal running phase:

Coolant Temperature °C

IAT Sensor (Intake Air Temperature) V —

Intake Air Temperature °C

Fuel Temperature Senso r V —

Fuel Temperature °C

Startup phase: –20

(DTC23 is detected)

80 (DTC84 is detected)

Normal running phase:

Startup phase: –20

(DTC22 is detected)

Normal running phase:

Startup phase: –20

(DTC211 is detected)

80 (DTC84 is detected)

80 ~ 85

(The value will change

depending on

temperatures around

the engine)

2.3 ~ 2.4

(The value will change

depending on

temperatures around

the engine)

29 ~ 30

(The value will change

depending on

temperatures around

the engine)

1.2 ~ 1.3

(The value will change

depending on

temperatures around

the engine)

50 ~ 53

(The value will change

depending on

temperatures around

the engine)

Approx. 3.6

Barometric Pressure Sensor V —

Barometric Pressure kPa

Desired Rail Pressure MPa

Actual Rail Pressure MPa — Approx. 31.0 ~ 32.0 Common Rail Pressure Sensor V — Approx. 1.5 SCV Duty Ratio % — Approx. 50 SCV Current mA — Approx. 1015 ~ 1038 EGR Duty Cycle % — Approx. 13 ~ 17 EGR Position Sensor V — Approx. 3.6 EGR Target Lift Position mm — Approx. 9.5 EGR Current Position mm — Approx. 9.5

100 (DTC61 or DTC84 is

detected)

60 or less (DTC115,

DTC118, DTC227,

DTC245, or DTC247 is

detected)

(The value will change

depending on the

barometric pressure)

100

(The value will change

depending on the

barometric pressure)

Approx. 31.4

Intake Throttle Valve V — Approx. 0.8 Actual Intake Throttle position °CA — Approx. 6.8 Desired Intake Air Throttle Position °CA — Appro x. 6

Page 73

Engine Control System 1A-71

Tech 2 Data Display Units displayed Fail-safe values Values at idling Intake Throttle Duty Ratio % — Approx. 10 ~ 11

50 or less (DTC115,

Desired Injection Quan tity mm

/st

Desired Fuel Injection Timing °CA — 0

DTC118, DTC227,

DTC245, or DTC247 is

detected)

Approx. 11.4 ~ 12.7

Cylinder 1 Compensation mm

Cylinder 2 Compensation mm

Cylinder 3 Compensation mm

Cylinder 4 Compensation mm Main Injection Quantity mm

Pilot Injection Quantity mm

/st

/st — Approx. 8.4 ~ 9.7

/st — Approx. 3

0 (DTC158 or DTC271 is

detected)

0 (DTC159 or DTC272 is

detected)

0 (DTC159 or DTC273 is

detected)

0 (DTC158 or DTC274 is

detected)

–1.0 ~ 1.0

(Limit: ±5)

–1.0 ~ 1.0

(Limit: ±5)

–1.0 ~ 1.0

(Limit: ±5)

–1.0 ~ 1.0

(Limit: ±5)

Pilot Interval µsec — Approx. 3763 ~ 3776 Main Injection Period µsec — Approx. 896 ~ 950 Pilot Injection Period µsec — Approx. 638 ~ 642 Accelerator Switch ON/OFF OFF(DTC84 is detected) ON Idle Up Volume V 0 (DTC84 is detected) Approx. 0.4 PTO Accelerator Sensor V 0 (DTC84 is detected) 0.3 ~ 0.6

PTO Accelerator Opening %

0 (DTC28 or DTC84 is

detected)

Page 74

1A-72 Engine Control System

Tech 2 Data Display Units displayed Fail-safe values Values at idling QWS Switch ON/OFF OFF(DTC84 is detected) OFF ECO Relay ON/OFF OFF(DTC84 is detected) OFF Freezer Switch ON/OFF OFF(DTC84 is detected) OFF

The value is

Transmission Coding MT/AT MT (DTC84 is detected)

• Engine status: running at around 1500 rpm (engine coolant temperature: 80°C, all peripheral devices (air conditioner, freezer, etc.): OFF)

determined by the transmission typ e.

Tech 2 Data Display Units displayed Fail-safe values

System Voltage V 24 (DTC84 is detected) 16 ~ 38 Vehicle Speed km/h 0 (DTC84 is detected) 0

Desired Idle Speed RPM — Engine Speed RPM 0 (DTC84 is detected) Approx. 1500

Accelerator Sensor V — 1.3 Final Accelerator Opening % 0 (DTC84 is detected) 19 ~ 21

ECT Sensor (Engine Coolant Temperature)

Coolant Temperature °C

IAT Sensor (Intake Air Temperature) V —

V—

Normal running phase:

Startup phase: –20

(DTC23 is detected)

80 (DTC84 is detected)

Values at around

1500 rpm

MT: 575

AT: 640

Approx. 0.6

(The value will change

depending on

temperatures around

the engine)

80 ~ 85

(The value will change

depending on

temperatures around

the engine)j

2.3 ~ 2.4

(The value will change

depending on

temperatures around

the engine)

Normal running phase:

Intake Air Temperature °C

Fuel Temperature Senso r V —

Fuel Temperature °C

Startup phase: –20

(DTC22 is detected)

Normal running phase:

Startup phase: –20

(DTC211 is detected)

80 (DTC84 is detected)

29 ~ 30

(The value will change

depending on

temperatures around

the engine)

1.2 ~ 1.3

(The value will change

depending on

temperatures around

the engine)

50 ~ 53

(The value will change

depending on

temperatures around

the engine)

Page 75

Engine Control System 1A-73

Tech 2 Data Display Units displayed Fail-safe values

Values at around

1500 rpm

Approx. 3.6

Barometric Pressure Sensor V —

(The value will change

depending on the

barometric pressure)

Approx. 100

Barometric Pressure kPa

100 (DTC61 or DTC84 is

detected)

(The value will change

depending on the

barometric pressure)

60 or less ( DTC115,

Desired Rail Pressure MPa

DTC118, DTC227,

DTC245, or DTC247 is

Approx. 47.6 ~ 48.0

detected) Actual Rail Pressure MPa — Approx. 47.6 ~ 48.0 Common Rail Pressure Sensor V — Approx. 1.7 SCV Duty Ratio % — Approx. 48 SCV Current mA — Approx. 979 ~ 1004 EGR Duty Cycle % — Approx. 13 ~ 17 EGR Position Sensor V — Approx. 3.6 EGR Target Lift Position mm — Approx. 9.5 EGR Current Position mm — Approx. 9.5 Intake Throttle Valve V — Approx. 1.8 Actual Intake Throttle position °CA — Approx. 30.2 Desired Intake Air Throttle Position °CA — Approx. 30 Intake Throttle Duty Ratio % — Approx. 9 ~ 10

50 or less (DTC115,

Desired Injection Quan tity mm

/st

DTC118, DTC227,

DTC245, or DTC247 is

Approx. 11.3 ~ 11.4

detected) Desired Fuel Injection Timing °CA — Approx. 6.3 ~ 6.4

Cylinder 1 Compensation mm

Cylinder 2 Compensation mm

Cylinder 3 Compensation mm

Cylinder 4 Compensation mm Main Injection Quantity mm

Pilot Injection Quantity mm

/st

/st — Approx.11.3 ~ 11.4

/st — —

0 (DTC158 or DTC271 is

detected)

0 (DTC159 or DTC272 is

detected)

0 (DTC159 or DTC273 is

detected)

0 (DTC158 or DTC274 is

detected)

Pilot Interval µsec — — Main Injection Period µsec — Approx. 800 ~ 810 Pilot Injection Period µsec — 0 Accelerator Switch ON/OFF OFF(DTC84 is detected) OFF

Page 76

1A-74 Engine Control System

Tech 2 Data Display Units displayed Fail-safe values

Idle Up Volume V 0 (DTC84 is detected) Approx. 0.4 PTO Accelerator Sensor V 0 (DTC84 is detected) 0.3 ~ 0.6

PTO Accelerator Opening % ASR Accelerator Opening % 100 (DTC84 is detected) 100

Starter Switch ON/OFF ON (DTC84 is detected) OFF Ignition Switch ON/OFF ON (DTC84 is detected) ON Clutch Switch ON/OFF OFF(DTC84 is detected) OFF Neutral Switch ON/OFF ON (DTC84 is detected) ON Stop Lamp Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake Valve ON/OFF OFF(DTC84 is detected) OFF Diagnostic Switch ON/OFF OFF(DTC84 is detected) OFF Diagnostic Switch (VIM) ON/OFF OFF(DTC84 is detected) OFF PTO Switch ON/OFF OFF(DTC84 is detected) OFF

0 (DTC28 or DTC84 is

detected)

Values at around

1500 rpm

A/C Switch (Air Conditioning) ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake (AT) Cutoff Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake (ASR) Cutoff Switch ON/OFF OFF(DTC84 is detected) OFF Glow Time Relay ON/OFF OFF(DTC84 is detected) OFF Starter Relay ON/OFF OFF(DTC84 is detected) OFF Glow Time Lamp ON/OFF OFF(DTC84 is detected) OFF QWS Switch ON/OFF OFF(DTC84 is detected) OFF ECO Relay ON/OFF OFF(DTC84 is detected) OFF Freezer Switch ON/OFF OFF(DTC84 is detected) OFF

The value is

Transmission Coding MT/AT MT (DTC84 is detected)

• Typical VIM data value (all peripheral devices (air conditioner, freezer, etc.): OFF)

Tech 2 Data Display Units displayed Fail-safe values Typical data values System Voltage V 28 (DTC84 is detected) 16 ~ 38 Vehicle Speed km/h 0 (DTC84 is detected) 0

Barometric Pressure Sensor V 0 (DTC84 is detected)

determined by the transmission typ e.

3.6

(The value will change

depending on the

barometric pressure)

100

Barometric Pressure kPa 100 (DTC84 is detected)

PTO Accelerator Sensor V 0 (DTC84 is detected) 0.3 ~ 0.6

(The value will change

depending on the

barometric pressure)

Page 77

Engine Control System 1A-75

Tech 2 Data Display Units displayed Fail-safe values Typical data values PTO Accelerator Opening % Ignition Switch ON/OFF OFF(DTC84 is detected) ON

Idle Up Volume V 0 (DTC84 is detected) Approx. 0.4 Idle Manual Switch ON/OFF OFF(DTC84 is detected) OFF Clutch Switch ON/OFF OFF(DTC84 is detected) OFF Neutral Switch ON/OFF OFF(DTC84 is detected) ON Diagnostic Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake Switch ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake Valve ON/OFF OFF(DTC84 is detected) OFF Retarder Switch ON/OFF OFF(DTC84 is detected) OFF Diagnostic Switch 1 ON/OFF OFF(DTC84 is detected) OFF Diagnostic Switch 2 ON/OFF OFF(DTC84 is detected) OFF PTO Idle Position Switch ON/OFF OFF(DTC84 is detected) OFF QWS Switch ON/OFF OFF(DTC84 is detected) OFF Glow Time Lamp ON/OFF OFF(DTC84 is detected) OFF ECO Relay ON/OFF OFF(DTC84 is detected) OFF

0 (DTC28 or DTC84 is

detected)

Engine Stop Switch ON/OFF OFF(DTC84 is detected) OFF Engine Start Counts Counts — Counts Engine Start Counts (After Starter

Replace) ASR Installation ASR Accelerator Opening % 100 (DTC84 is detected) 100

ASR-PWM Output ON/OFF OFF(DTC84 is detected) OFF Exhaust Brake (ASR) Cut Request ON/OFF OFF(DTC84 is detected) OFF AT Accelerator Opening % 100 (DTC84 is detected) 100 AT-PWM Output ON/OFF OFF(DTC84 is detected) OFF Freezer Switch ON/OFF OFF(DTC84 is detected) OFF

Counts — Counts

Installed/

Not installed

—

Installed/

Not installed

Page 78

1A-76 Engine Control System

T ech 2 Engine Data Description ECM Data

Item 1/63 System Voltage V This parameter refers to the

2/63 Vehicle Speed km/h This parameter refers to the

3/63 Desired Idle

Tech 2 Data

Display

Speed

Units

displayed

power supply voltage applied to the ECM from the battery.

value calculated by the ECM using the signals from the VS sensor.

RPM This parameter refers to the

value calculated by the ECM using ECT and vehicle condition (with respect to automatic transmission, air condi tioner, QWS, freezer, idle up volume, PTO, and neutral switch).

Description How to use parameters

When the display substantially deviates from the actual battery voltage, a voltage drop may occur due to accessories installed to the circuit. If the value deviates from the specified level, the circuit, connector, connector mating, or ECM may be faulty.

When the display differs from the speedometer reading or is unchanged, major cause may lie in VS sensor, circuit, or ECM.

When the required idle speed is unstable, the cause may lie in improperly installed ECM or sensors (such as improper connector mating or deformed connector pins), or ECM or sensor signal faults. When the idle speed becomes unstable after vibrations are applied to the wiring harness, the cause may be faulty harness or imperfect connection of ground circuit.

4/63 Engine Speed RPM This parameter refers to the

value calculated by the ECM using the signals from CKP (crank position) and CMP (cam position) sensors.

5/63 Accelerator

Sensor

6/63 Final Accelerator

Opening

V This parameter refers to the

signal voltage input to the ECM from the AP (accelerator pedal position) sensor.(Larger accelerator pedal stroke provides higher voltage.)

% This parameter refers to the

value calculated by the ECM using the signals from the AP sensor.

This parameter should be used by comparing to the desired idle speed. Using the display needs those conditions: the engine is completely warmed up, all the accessory systems, including air conditioner, are turned off, and the idle speed is stabilized. The actual idle speed is stabilized near the desired level. After the load such as air conditioner is added, the engine speed is changed but finally stabilized.

When AP sensor’s signal voltage (accelerator pedal position) deviates from the specified level as the accelerator pedal pressdown stroke is changed, the sensor, circuit, or ECM may be faulty.

When AP sensor’s signal voltage (Final Accelerator Opening) deviates from the specified level as the accelerator pedal pressdown stroke is changed, the sensor, circuit, or ECM may be faulty.

Page 79

Engine Control System 1A-77

Item 7/63 ECT Sensor

8/63 Coolant

9/63 IAT Sensor

10/63 Intake Air

Tech 2 Data

Display

(Engine Coolant Temperature)

Temperature

(Intake Air Temperature)

Temperature

Units

displayed

V This parameter refers to the

signal voltage input to the ECM from the ECT (engine coolant temperature) sensor. (Higher engine coolant temperature provides lower voltage.)

°C This parameter refers to the

value calculated by the ECM using the signals from the ECT sensor.

V This parameter refers to the

signal voltage input to the ECM from the IAT (intake air temperature) sensor. (Higher intake air temperature provides lower voltage.)

°C This parameter refers to the

value calculated by the ECM using the signals from the IAT sensor.

Description How to use parameters

The engine coolant temperature is a proper criterion for various control configurations (e.g., startup, cold, or post-warmup condition). This parameter may be used as one of DTC detection conditions.

When the display deviates from the specified level, the sensor, circuit, or ECM may be faulty.

The intake air temperature is a proper criterion for various control configurations (e.g., startup, cold, or post-warmup condition). This parameter may be used as one of DTC detection conditions.

When the signal (temperature display) from the sensor deviates from the specified level, the sensor, circuit, or ECM may be faulty.

11/63 Fuel

Temperature Sensor

12/63 Fuel

Temperature

13/63 Barometric

Pressure Sensor

14/63 Barometric

Pressure

15/63 Desired Rail

Pressure

V This parameter refers to the

signal voltage input to the ECM from the FT (fuel temperature) sensor. (Higher fuel temperature provides lower voltage.)

°C This parameter refers to the

value calculated by the ECM using the signals from the FT sensor.

V This parameter refers to the

signal voltage input to the VIM from the barometric pressure sensor. (Higher barometric pressure provides higher voltage.)

kPa This parameter refers to the

value calculated by the VIM using the signals from the barometric pressure sensor.

MPa This parameter refers to the

value calculated by the ECM using engine speed, fuel temperature, engine coolant temperature, and desired fuel injection quantity.

The fuel temperature is a proper criterion for various con trol configurations (e.g., startup, cold, or post-warmup condition). This parameter may be used as one of DTC detection conditions.

When the signal (temperature display) from the sensor deviates from the specified level, the sensor, circuit, or ECM may be faulty.

The barometric pressure sensor is a proper criterion for various control configurations (e.g., startup, cold, or post-warmup condition). This parameter may be used as one of DTC detection conditions.

When the display deviates from the specified level, the sensor, circuit, or ECM may be faulty.

When the display is improper, fuel system components (such as common rail, pump, and fuel pipe), common rail pressure sensor, circuit, or ECM may be faulty.

Page 80

1A-78 Engine Control System

Item

16/63 Actual Rail

17/63 Common Rail

18/63 SCV Duty Ratio % This parameter refers to the

Tech 2 Data

Display

Pressure

Pressure Sensor

Units

displayed

MPa This parameter refers to the

value calculated by the ECM using the signals from the common rail pressure sensor.

V This parameter refers to the

signal voltage input to the ECM from the common rail pressure sensor.

value calculated by the ECM using desired fuel injection quantity, desired common rail pressure, engine speed. (Larger duty cycle provides small SCV position.)

Description How to use parameters

This parameter should be used by comparing to the desired common rail pressure. Using the display needs those conditions: the engine is completely warmed up, all the accessory systems, including air conditioner, are turned off, and the idle speed is stabilized. When the display substantially deviates from the desired value, fuel system components (such as common rail, pump, and fuel pipe), common rail pressure sensor, circuit, or ECM may be faulty.

When the signal from the sensor deviates from the specified level, the sensor, circuit, or ECM may be faulty.

When the display is improper, fuel system components (such as common rail, pump, and fuel pipe), common rail pressure sensor, circuit, or ECM may be faulty.

19/63 SCV Current mA This parameter refers to the

value calculated by the ECM based on the pump discharge determined from engine speed, common rail pressure. (Larger current provides smaller SCV position.)

20/63 EGR Duty Cycle % This parameter refers to the DC

motor drive duty calculated from desired fuel injection quantity, engine speed, engine coolant temperature, barometric pressure, accelerator position, and intake throttle position.

21/63 EGR Position

Sensor

22/63 EGR Target Lift

Position

V This parameter refers to the

voltage signal input to the ECM from the EGR valve position sensor. (Larger EGR valve position provides higher voltage.)

mm This parameter refers to the

value calculated by the ECM using desired fuel injection quantity, engine speed, and engine coolant temperature.

When the display is improper, fuel system components (such as common rail, pump, and fuel pipe), common rail pressure sensor, circuit, or ECM may be faulty.

When the display deviates from the specified level, EGR valve sensors, circuit, or ECM may be faulty.

When the display deviates from the specified level as the EGR valve is operated, the sensor, circuit, EGR valve, or ECM may be faulty.

When the display deviates from the specified level, EGR valve sensors, circuit, or ECM may be faulty.

Page 81

Engine Control System 1A-79

Item

Tech 2 Data

Display

23/63 EGR Current

Position

24/63 Intake Throttle

Valve

25/63 Actual Intake

Throttle position

26/63 Desired Intake

Air Throttle Position

Units

displayed

Description How to use parameters

mm This parameter refers to the

value calculated by the ECM using the signals from the EGR position sensor.

V This parameter refers to the

voltage signal input to the ECM from the ITP (intake throttle position) sensor. (Larger intake throttle valve position provides higher voltage.)

°CA This parameter refers to the

value calculated by the ECM using the signals from the ITP sensor.

°CA This parameter refers to the

value calculated by the ECM using engine speed, desired fuel injection amount, and engine coolant t em pera tur e, or t he value determined from the parameters showing vehicle condition such as exhaust brake and idling stop.

When the display deviates from the specified level, the DC motor, EGR valve, sensor, circuit, or ECM may be faulty.

When the display deviates from the specified level as the intake throttle valve is operated, the sensor, circuit, intake throttle valve, or ECM may be faulty.

When the display deviates from the specified level, the DC motor, intake throttle valve, sensor, circuit, or ECM may be faulty.

When the display deviates from the specified level, the intake throttle valve, sensors, circuit, or ECM may be faulty.

27/63 Intake Throttle

Duty Ratio

28/63 Desired Injection

Quantity

29/63 Desired Fuel

Injection Timing

30/63 Cylinder 1

Compensation

31/63 Cylinder 2

Compensation

32/63 Cylinder 3

Compensation

% This parameter refers to the

value calculated by the ECM using ITP sensor output voltage and battery voltage.

/st This parameter refers to the

value calculated by the ECM using accelerator position, engine speed, engine coolant temperature, and barometric pressure.

°CA This parameter refers to the

value calculated from intake air temperature, engine coolant temperature, engine speed, and desired fuel injection quantity.

/st This parameter refers to the

calibrated fuel injection quantity calculated using the signals from CKP and CMP sensors.

/st This parameter refers to the

calibrated fuel injection quantity calculated using the signals from CKP and CMP sensors.

/st This parameter refers to the

calibrated fuel injection quantity calculated using the signals from CKP and CMP sensors.

When the display deviates from the specified level, the intake throttle valve, sensors, circuit, or ECM may be faulty.

When the display deviates from the specified level, the fuel injection sys tem, se nsor s, ci rcuit, or ECM may be faulty.

When the display deviates from the specified level, the injector, fuel injection system, sensors, circuit, or ECM may be faulty.

Page 82

1A-80 Engine Control System

Item

Tech 2 Data

Display

33/63 Cylinder 4

Compensation

Units

displayed

Description How to use parameters

mm3/st This parameter refers to the

calibrated fuel injection quantity calculated using the signals from CKP and CMP sensors.

34/63 Main Injection

Quantity

/st This parameter refers to the

value calculated by the ECM using engine speed, desired fuel injection quantity, calibrated cylinder-to-cyli nde r inje ct io n quantity, and fuel temperature.

35/63 Pilot Injection

Quantity

/st This parameter refers to the

value calculated by the ECM using engine speed, desired fuel injection quantity, engine coolant temperature, intake air temperature, and barometric pressure.

36/63 Pilot Interval µsec This parameter refers to the

value calculated by the ECM using estimated common rail pressure and pilot fuel injection quantity.

When the display deviates from the specified level, the injector, fuel injection system, sensors, circuit, or ECM may be faulty.

When the display deviates from the specified level, the fuel injection sys tem, se nsor s, ci rcuit, or ECM may be faulty.

37/63 Main Injection

Period

µsec This parameter refers to the

value calculated by the ECM using intake air temperature, engine coolant temperature, engine speed, and desired fuel injection quantity.

38/63 Pilot Injection

Period

µsec This parameter refers to the

value calculated by the ECM using intake air temperature, engine coolant temperature, engine speed, and desired fuel injection quantity.

39/63 Accelerator

Switch

ON/OFF This parameter refers to the

status of the signals input from the idle position switch to the ECM. This switch is turned on when the accelerator pedal is not pressed.

40/63 Idle Up Volume V This parameter refers to the

signal voltage input to the VIM from the idle up volume. (Higher idle speed provides higher voltage.)

When the display deviates from the specified level, the fuel injection sys tem, se nsor s, ci rcuit, or ECM may be faulty.

When the display is fixed, the idle position switch, circuit, or ECM may be faulty.

When the display is improper, the idle up volume, circuit, VIM, or ECM may be faulty.

41/63 PTO Accelerator

Sensor

V This parameter refers to the

voltage signal input to the VIM from the PTO accelerator sensor. (Larger PTO accelerator position provides higher voltage.)

When the display deviates from the specified level as the PTO accelerator position is changed, the sensor, circuit, VIM, or ECM may be faulty.

Page 83

Engine Control System 1A-81

Item

42/63 PTO Accelerator

43/63 ASR Accelerator

44/63 Starter Switch ON/OFF This parameter refers to the

45/63 Ignition Switch ON/OFF This parameter refers to the

Tech 2 Data

Display

Opening

Units

displayed

% This parameter refers to the

value calculated by the VIM using the signals from the PTO accelerator sensor.

% When the ASR is working, the

accelerator position is limited ( the position is normally reduced from 100 %). This parameter refers to the percentage calculated by the VIM using the signals input from the ASR controller.

status of the signals input from the key switch to the ECM. It appears on the display after the key switch is moved to the position "ST".

status of the signals input from the key switch to the ECM. It appears on the display after the key switch is moved to the position "ON" or "ST".

Description How to use parameters

When the display deviates from the specified level as the PTO accelerator opening is changed, the sensor, circuit, VIM, or ECM may be faulty.

When the display is fixed, communications with ABS/ASR control unit, ABS/ASR system, VIM, ECM, or ABS/ASR control unit may be faulty.

When the display is fixed, the switch, circuit, or ECM may be faulty.

46/63 Clutch Switch ON/OFF This parameter refers to the

status of the signals input from the clutch switch to the VIM. It appears on the display after the clutch switch is pressed.

47/63 Neutral Switch ON/OFF This parameter refers to the

status of the signals input from the neutral switch to the VIM. It appears on the display after the gear is in the neutral position.

48/63 Stop Lamp

Switch

49/63 Exhaust Brake

Switch

ON/OFF This parameter refers to the

status of the signals input from the stop lamp switch to the VIM. It appears on the display after the brake pedal is pressed.

ON/OFF This parameter refers to the

status of the signals input from the exhaust brake switch to the VIM. It appears on the display after the exhaust brake switch in the cab is pressed.

When the display is fixed, the clutch switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the neutral switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the stop lamp switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the exhaust brake switch, circuit, VIM, or ECM may be faulty.

Page 84

1A-82 Engine Control System

Item

50/63 Exhaust Brake

51/63 Diagnostic

52/63 Diagnostic

Tech 2 Data

Display

Valve

Switch

Switch (VIM)

Units

displayed

ON/OFF This parameter refers to the

status of the signals output from the VIM to the exhaust brake solenoid valve. After necessary conditions such as engine speed, QWS, automatic transmission, ASR, and exhaust brake switch are met, the ECM turns on the solenoid valve.

ON/OFF This parameter refers to the

status of the signals input from the diagnostic switch to the ECM. It appears on the display after DLC (data link connector) pins are jumpered.

ON/OFF This parameter refers to the

status of the signals input from the diagnostic switch to the VIM. It appears on the display after DLC (data link connector) pins are jumpered.

Description How to use parameters

When the display is fixed, the exhaust brake valve, circuit, VIM, or ECM may be faulty.

When the display is fixed, the DLC (data link connector), circuit, or ECM may be faulty.

When the display is fixed, the DLC (data link connector), circuit, VIM, or ECM may be faulty.

53/63 PTO Switch ON/OFF This parameter refers to the

status of the signals input from the PTO switch to the VIM. It appears on the display after the PTO switch in the cab is pressed.

54/63 A/C Switch (Air

Conditioning)

55/63 Exhaust Brake

(AT) Cutoff Switch

56/63 Exhaust Brake

(ASR) Cutoff Switch

57/63 Glow Time Relay ON/OFF This parameter refers to the

ON/OFF This parameter refers to the

status of the signals input from the A/C switch to the VIM. It appears on the display after the A/C switch in the cab is pressed.

ON/OFF This parameter refers to the

status of the exhaust bake cut signals input from the AT controller to the VIM. It appears on the display after the signals are input.

ON/OFF This parameter refers to the

status of the exhaust bake cut signals input from the ABS/ASR controller to the VIM. It appears on the display after the signals are input.

status of the signals output from the ECM to the glow relay. It appears on the display after necessary conditions such as engine coolant temperature, engine speed, EGR, and QWS switch are met.

When the display is fixed, the PTO switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the A/C switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, communications with AT controller, ATcontrol system, VIM, ECM, or ABS/ASR control unit may be faulty.

When the display is fixed, communications with ABS/ASR control unit, ABS/ASR system, VIM, ECM, or ABS/ASR control unit may be faulty.

When the display is fixed, the relay, circuit, or ECM may be faulty.

Page 85

Engine Control System 1A-83

Item

58/63 Starter Relay ON/OFF This parameter refers to the

59/63 Glow Time Lamp ON/OFF This parameter refers to the

60/63 QWS Switch ON/OFF This parameter refers to the

Tech 2 Data

Display

Units

displayed

Description How to use parameters

status of the signals output from the ECM to the starter cut relay. It appears on the display after necessary conditions such as neutral, clutch, and starter switches are met.

status of the signals output from the ECM to the glow lamp. It appears on the display after necessary conditions such as engine speed, engine coolant temperature, and starter are met.

status of the signals input from the QWS (quick warm-up system) switch to the VIM. It appears on the display after the QWS switch in the cab is pressed.

When the display is fixed, the relay, circuit, or ECM may be faulty.

When the display is fixed, the lamp, circuit, or ECM may be faulty.

When the display is fixed, the QWS switch, ci rcuit, VIM, o r ECM may be faulty.

61/63 ECO Relay ON/OFF This parameter refers to the

status of the signals output from the VIM to the ECO relay. It appears on the display after necessary conditions such as battery voltage, engine coolant temperature, vehicle speed, QWS switch, neutral switch, and clutch switch are met.

62/63 Freezer Switch ON/OFF This parameter refers to the

status of the signals input from the freezer switch to the VIM. It appears on the display after the freezer controller outputs the switch-on signal.

63/63 Transmission

Coding

MT/AT This parameter refers to the

transmission type, manual or automatic transmission.

When the display is fixed, the relay, circuit, VIM, or ECM may be faulty.

When the display is fixed, the freezer switch, circuit, VIM, or ECM may be faulty.

—

Page 86

1A-84 Engine Control System

VIM Data

Item 1/31 System Voltage V This parameter refers to the

2/31 Vehicle Speed km/h This parameter refers to the

3/31 Barometric

4/31 Barometric

Tech 2 Data

Display

Pressure Sensor

Pressure

Units

displayed

power supply voltage applied to the VIM from the battery.

value calculated by the VIM using the signals from the VS sensor.

V This parameter refers to the

signal voltage input to the VIM from the barometric pressure sensor. (Higher barometric pressure provides higher voltage.)

kPa This parameter refers to the

value calculated by the VIM using the signals from the barometric pressure sensor.

Description How to use parameters

When the display substantially deviates from the actual battery voltage, a voltage drop may occur due to accessories installed to the circuit. If it deviates from the specified level, the circuit, connector, connector mating, or VIM may be faulty.

When the display differs from the speedometer reading or is unchanged, major cause may lie in VS sensor, circuit, VIM, or ECM.

The barometric pressure sensor is a proper criterion for various control configurations (e.g., startup, cold, or post-warmup condition). This parameter may be used as one of DTC detection conditions.

When the display deviates from the specified level, the sensor, circuit, or ECM may be faulty.

5/31 PTO Accelerator

Sensor

6/31 PTO Accelerator

Opening

7/31 Ignition Switch ON/OFF This parameter refers to the

8/31 Idle Up Volume V This parameter refers to the

V This parameter refers to the

voltage signal input to the VIM from the PTO accelerator sensor. (Larger PTO accelerator position provides higher voltage.)

% This parameter refers to the

value calculated by the VIM using the signals from the PTO accelerator sensor.

status of the signals input from the key switch to the VIM. It appears on the display after the key switch is moved to the position "ON" or "ST".

signal voltage input to the ECM from the idle up volume. (Higher idle speed provides higher voltage.)

When the display deviates from the specified level as the PTO accelerator position is changed, the sensor, circuit, VIM, or ECM may be faulty.

When the display is fixed, the switch, circui t, VIM,or ECM may be faulty.

When the display is improper, the idle up volume, circuit, VIM, or ECM may be faulty.

Page 87

Engine Control System 1A-85

Item 9/31 Idle Manual

10/31 Clutch Switch ON/OFF This parameter refers to the

11/31 Neutral Switch ON/OFF This parameter refers to the

12/31 Diagnostic

Tech 2 Data

Display

Switch

Units

displayed

ON/OFF This parameter refers to the

status whether the idle control is manual or automatic. It appears on the display when the idle control is in manual mode. (The unit is always OFF.)

status of the signals input from the clutch switch to the VIM. It appears on the display after the clutch switch is pressed.

status of the signals input from the neutral switch to the VIM. It appears on the display after the gear is in the neutral position.

ON/OFF This parameter refers to the

status of the signals input from the diagnostic switch to the VIM. It appears on the display after DLC (data link connector) pins jumpered.

Description How to use parameters

When the display is fixed, the idle control change-over switch, circuit, or ECM may be faulty.

When the display is fixed, the clutch switch , circuit, VIM, or ECM may be faulty.

When the display is fixed, the neutral switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the DLC (data link connector), circuit, VIM, or ECM may be faulty.

13/31 Exhaust Brake

Switch

14/31 Exhaust Brake

Valve

15/31 Retarder Switch ON/OFF This parameter refers to the

16/31 Diagnostic

Switch 1

ON/OFF This parameter refers to the

status of the signals input from the exhaust brake switch to the VIM. It appears on the display after the exhaust brake switch in the cab is pressed.

ON/OFF This parameter refers to the

status of the signals output from the VIM to the exhaust brake solenoid valve. After necessary conditions such as engine speed, QWS, AT, ASR, and exhaust brake switch are met, the VIM turns on the solenoid valve.

status of the signals input from the retarder switch to the VIM. (The unit is always OFF.)

ON/OFF This parameter refers to the

status of the signals input from the PTO switch to the VIM. It appears on the display after the PTO switch in the cab is pressed.

When the display is fixed, the exhaust brake switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the exhaust brake valve, circuit, VIM, or ECM may be faulty.

When the display is fixed, the retarder switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the PTO switch, circuit, VIM, or ECM may be faulty.

17/31 Diagnostic

Switch 2

ON/OFF This parameter refers to the

status of the signals input from the PTO switch to the VIM. It appears on the display after the PTO switch in the cab is pressed.

When the display is fixed, the PTO switch, circuit, VIM, or ECM may be faulty.

Page 88

1A-86 Engine Control System

Item

18/31 PTO Idle Position

19/31 QWS Switch ON/OFF This parameter refers to the

20/31 Glow Time Lamp ON/OFF This parameter refers to the

Tech 2 Data

Display

Switch

Units

displayed

ON/OFF This parameter refers to the

working condition of the PTO accelerator. It appears on the display when the PTO accelerator is not working (the PTO accelerator position is about 0 %).

status of the signals input from the QWS (quick warm-up system) switch to the VIM. It appears on the display after the QWS switch in the cab is pressed.

status of the signals output from the VIM to the glow lamp. It appears on the display after necessary conditions such as engine speed, engine coolant temperature, and starter are met.

Description How to use parameters

When the display is fixed, the PTO idle position switch, circuit, VIM, or ECM may be faulty.

When the display is fixed, the QWS switch, ci rcuit, VIM, o r ECM may be faulty.

When the display is fixed, the lamp, circuit, VIM,or ECM may be faulty.

21/31 ECO Relay ON/OFF This parameter refers to the

22/31 Engine Stop

Switch

23/31 Engine Start

Counts

24/31 Engine Start

Counts (After Starter Replace)

25/31 ASR Installation Installed/

ON/OFF This parameter refers to the

status of the signals input from the engine stop switch to the VIM. (The unit is always OFF.)

Counts This parameter refers to the

accumulated count of starter operations.

Counts This parameter refers to the

accumulated count of starter operations after the starter is replaced.

This parameter refers to the

Not

installed

status whether the ASR is installed to the vehicle.

When the display is fixed, the relay, circuit, VIM, or ECM may be faulty.

When the display is fixed, the engine stop switch, circuit, VIM, or ECM may be faulty.

When the count number exceeds 150000, DTC18 is issued.

When the display is fixed, communications with ABS/ASR control unit, ABS/ASR system, VIM, ECM, or ABS/ASR control unit may be faulty.

26/31 ASR Accelerator

Opening

% When the ASR is working, the

accelerator position is limited ( the position is normally reduced from 100 %). This parameter refers to the percentage calculated by the VIM using the signals input from the ASR controller.

When the display is fixed, communications with ABS/ASR control unit, ABS/ASR system, VIM, ECM, or ABS/ASR control unit may be faulty.

Page 89

Engine Control System 1A-87

Item

27/31 ASR-PWM

28/31 Exhaust Brake

29/31 AT Accelerator

30/31 AT-PWM Output ON/OFF This parameter refers to the

Tech 2 Data

Display

Output

(ASR) Cut Request

Opening

Units

displayed

ON/OFF This parameter refers to the

status whether accelerator position signals are input to the VIM from the ASR controller.

ON/OFF This parameter refers to the

status of the exhaust bake cut signals input from the ABS/ASR controller to the VIM. It appears on the display after the signals are input.

% On automatic transmission

vehicles, the accelerator position is limited (the position is normally reduced from 100 %). This parameter refers to the percentage calculated by the VIM using the signals input from the AT controller.

status whether accelerator position signals are input to the VIM from the AT controller.

Description How to use parameters

When the display is fixed, communications with ABS/ASR control unit, ABS/ASR system, VIM, ECM, or ABS/ASR control unit may be faulty.

When the display is fixed, communications with AT control unit, AT system, VIM, ECM, or ABS/ASR control unit may be faulty.

31/31 Freezer Switch ON/OFF This parameter refers to the

status of the signals input from the freezer switch to the VIM. It appears on the display after the freezer controller outputs the switch-on signal.

When the display is fixed, the freezer switch, circuit, VIM, or ECM may be faulty.

Page 90

1A-88 Engine Control System Diagnostic Chart

CAUTION: The values in "Judgment criteria" may vary depending on measurement conditions.

Chart 1 (1/3)

DTC Fault

14 CMP Sensor System Fault

15 CKP Senso r System Fa ul t

Starter degradation

(VIM)

(MT vehicles)

22 IAT Sensor System Fault ON —

23 ECT Sensor System Fault ON —

Accelerator Sensor

System Fault

Vehicle Speed Sensor

(VIM)

System Fault

PTO Accele r a t o r Sensor

(VIM)

System Fault

Idle Up Volume System

(VIM)

Fault

VIM Internal Fault

(VIM)

(EEPROM Write Error)

ECM Internal Fault

(Charge Circuit Fault)

VIM Internal Fault

(VIM)

(A/D Conversion Fault)

43 ITP Sensor System Fault ON —

EGR Valve Position

Sensor System Fault

45 EGR Valve System Fault ON

Exhaust Brake System Fault (ON circuit open wiring)

(VIM)

Exhaust Brake System Fault (OFF circuit open wiring)

CHECK

ENGINE

lamp status

(idling only)

(blinks 10

times and

turns off)

ON —

——

ON —

Judgment start conditions Judgment criteria Fail-safe

The battery voltage is at least 16 V and the starter switch is turned on.

The battery voltage is at least 16 V, the starter switch is turned on, and the post injection is not performed.

The starter switch is turned on for at least 3 seconds, the EGR valve position sensor is in normal condition, neither #2 - 5 V Power Supply Fault nor A/D Conversion Fault is detected, and the battery voltage stays between 16 V and 32 V.

No CMP signal is input while the CKP signal is input to the ECM 450 times.

No CKP signal is input while the CMP signal is input to the ECM 40 times.

—

The manual transmission vehicle is in idle stop and the accumulated number of startups exceeds 150000.

The IAT sensor output voltage deviates from the range between 0.1 V and 4.9 V for at least 2.9 seconds.

The ECT sensor output voltage deviates from the range between 0.1 V and 4.9 V for at least 1 second.

The AP sensor output voltage deviates from the range between 0.1 V and 4.8 V for at least 1 second.

The state where clutch and neutral switches are in normal condition, the automatic transmission or clutch switch is turned off, the engine is running at 2200 rpm or more, the neutral switch is turned off, and the vehicle speed is 0 km/h lasts 5 seconds.

The PTO accelerator sensor output signal exceeds 4.9 V for 1 second.

The idle up volume output signal deviates from the range between 0.2 V and 4.8 V for 1 second.

The stored count values do not agree each other when the starter switch position is changed from OFF to ON.

The charge c ircuit voltage in the ECM is excessively high or low.

The A/D (analog-to-digital) conversion is not complete in the VIM.

The ITP sensor output voltage deviates from the range between 0.1 V and 4.9 V for at least 3 seconds.

The EGR valve position sensor output voltage deviates from the range between 0.3 V and 4.6 V for at least 3 seconds.

The valve drive voltage is excessively high for at least 10 seconds.

With the battery voltage at 20 V or more, the engine speed at 500 rpm or more, and the exhaust brake turned on, the solenoid valve is turned off for 1 second.

With the battery voltage at 20 V or more, the engine speed at 500 rpm or more, and the exhaust brake turned off, the solenoid valve is turned on for 1 second.

When the CKP sensor is sound, the ECM will control the powertrain using the CKP signal.

When the CMP sensor is sound, the ECM will control the powertrain using the CMP signal.

—

The ECM controls the powertrain using the set intake air temperature (normal running phase: 25°C, startup phase: –20°C).

The ECM controls the powertrain using the set engine coolant temperature (normal running phase: 55°C, startup phase: –20°C).

The ECM controls the accelerator pedal position according to the signals from the idle position switch.

—

The ECM controls the powertrain using the set PTO accelerator oposition (0 %).

The idle up volume switch is disabled.

Counted and stored values are reset.

All injectors are stopped.

Fault judgment is disabled on PTO accelerator sensor, atmospheric pressure sensor, and idle up volume.

—

The exhaust brake system is disabled.

Page 91

Chart 1 (2/3)

Engine Control System 1A-89

DTC Fault

ECM Internal Fault (CPU Error)

ECM Internal Fault (CPU History Error)

ECM Internal Fault

(CPU Monitoring IC Fault)

Intake Throttle Valve

System Fault

Atmospheric Pressure

(VIM)

Sensor Fault

Clutch Switch System

(VIM)

Fault

Neutral Switch System

(VIM)

Fault

CAN Communication Fault

(CAN Bus Error)

CAN Communication Fault

(CAN Timeout Error)

Common Rail Pressure

115

Sensor Fixed Output Fault

Common Rail Pressure Fault (First Stage in Control System)

118

Common Rail Pressure Fault (Second Stage in Control System)

Injector Power Supply

158

System Short (Common 1)

Injector Power Supply

159

System Short (Common 2)

Fuel Temperature Sensor

211

System Fault

CHECK

ENGINE

lamp status

(by sub CPU)

—

ON —

——

Judgment start conditions Judgment criteria Fail-safe

—

The starter switch is turned on for at least 3 seconds, the ITP sensor is in normal condition, neither #3 - 5 V Power Supply Fault nor A/D Conversion Fault is detected, and the battery voltage stays between 16 V and 32 V.

The battery voltage is at least 16 V, the starter switch is turned on, and the post injection is not performed.

The sub CPU judges the CPU fail. — With the battery voltage 20 V or

more and the starter switch turned off, the CPU working signals are not detected even after the initial status lasts for at least 0.4 second.

The post initial status lasts at least 2 seconds, the battery voltage is 22 V or more, the starter switch is turned off for at least 0.5 second, and the CPU working signals are faulty for

0.7 second or more.

The valve drive voltage is excessively high for at least 10 seconds.

The atmospheric pressure sensor voltage deviates from the range between 0.5 V and 4.5 V fo r 1 second.

On the manual transmission vehicle, the engine is running for at least 180 seconds, the vehicle speed is at least 80 km/h, and the clutch switch is not toggled from off to on or on to off.

The engine is running for at least 180 seconds, the vehicle speed is at least 80 km/h, and the neutral switch is toggled from on to off.

Fault occurs on communications with VIM.

CAN signal is not input for 1 seconds.

The state where the common rail pressure sensor is in normal condition, there is no change in common rail pressure sensor output voltage, the difference bet ween desired and actual common rail pressures is 10 MPa or more, the actual common rail pressure is 10 MPa or more, and the pump is under feedback control is continuously observed 255 times during A/D conversion in the ECM.

The state where the common rail pressure is in normal condition and the actual common rail pressure is 180 MPa or more is continuously observed 5 times during A/D conversion in the ECM. (The system is restored when the common rail pressure is at or below 130 MPa and the idle position switch is turned on.)

The state where the common rail pressure is in normal condition and the actual common rail pressure is 200 MPa or more is continuously observed 5 times during A/D conversion in the ECM. (The system is restored when the common rail pressure is at or below 130 MPa and the engine is stopped.)

The short to ground or the +B short is detected on the common 1 drive circuits for injectors (injectors #1 and #3).

The short to ground or the +B short is detected on the common 2 drive circuits for injectors (injectors #2 and #4).

The FT sensor output voltage deviates from the range between 0.1 V and 4.8 V for at least 1 second.

Injectors supply pump are stopped.

The exhaust brake is disabled.

Communications with VIM are terminated and the control mode with predetermined values will be dominant.

Communications with ECM are terminated and the control mode with predetermined values will be dominant.

The ECM controls the desired common rail pressure to 60 MPa or less and the desired fuel quantity to

/st or less.

50 mm

The ECM controls the desired common rail pressure to 60 MPa or less and the desired fuel quantity to

/st or less.

50 mm

Injectors and supply pump are stopped.

The ECM stops injectors #1 and #3.

The ECM stops injectors #2 and #4.

The ECM controls the powertrain using the set fuel temperature (normal running phase: 40°C, startup phase: –20°C).

—

Page 92

1A-90 Engine Control System

Chart 1 (3/3)

DTC Fault

217 SCV Drive System Short —

No Pump Pressure Feed

227

(Fuel Leak )

Idle Position Switch Circuit

241

Open Wiring

Idle Position Switch Circuit

242

Short

Common Rail Pressure

245

Sensor System Fault

247 SCV Drive System Fault ON

Cylinder 1 (Injector Drive

271

System) Fault

Cylinder 2 (Injector Drive

272

System) Fault

Cylinder 3 (Injector Drive

273

System) Fault

Cylinder 4 (Injector Drive

274

System) Fault

Injector Power Supply

277

System Open Wiring (Common 1)

Injector Power Supply

278

System Open Wiring (Common 2)

416 Main Relay System Fault

Starter Switch System

417

Fault

543 High Engine Spe ed Erro r — —

CHECK

ENGINE

lamp status

ON —

(idling only)

——

Judgment start conditions Judgment criteria Fail-safe

Pump control and pump feedback are in normal mode, the SCV drive efficiency ranges between 30 % and 50 %, and the battery voltage is at least 16 V.

The low-temperature startup mode is currently not active (i.e., the engine coolant temperature is 60 °C or more), high-pressure pump control and injector control are in normal mode, the engine is running at or above 450 rpm, any of Common Rail Pressure Sensor System Fault (DTC115 or DTC245), Injector Drive System Fault (DTC34, DTC158, DTC159, DTC271, DTC272, DTC273, or DTC274), or Common Rail Pressure Fault (DTC118) is not detected.

Pump control and pump feedback are in normal mode, the SCV drive efficiency ranges between 30 % and 50 %, and the battery voltage is at least 16 V.

The battery voltage is at least 16 V, the starter switch is turned on, and the post injection is not performed.

The SCV drive current is at least 1500 mA. (+B short is detected on the circuit between SCV+ and ECM.)

The fuel leak after the fuel filter exceeds the threshold.

The state where the AP sensor is in normal condition, the AP sensor output voltage is less than 0.6 V, and the idle position switch is turned off lasts at least 10 seconds.

The state where the AP sensor is in normal condition, the AP sensor output voltage is 1 V or more, and the idle position switch is turned on lasts at least 10 seconds.

The state where the common rail pressure sensor output voltage deviates from the range between 0.7 V and 4.7 V is continuously observed 3 times during A/D conversion in the ECM.

The SCV drive current is 1100 mA or less. (Short to ground between SCV+ and ECM, +B short between SCV– and ECM, short to ground between SCV– and ECM, or open wiring between SCV and ECM is not detected.)

Open wiring is detected on the circuit between injector #1 and ECM injector #1 pin, and Cyl inder 4 (Injector Drive System) Fault (DTC274) is not detected.

Open wiring is detected on the circuit between injector #4 and ECM injector #4 pin, and Cyl inder 3 (Injector Drive System) Fault (DTC273) is not detected.

Open wiring is detected on the circuit between injector #2 and ECM injector #2 pin, and Cyl inder 2 (Injector Drive System) Fault (DTC272) is not detected.

Open wiring is detected on the circuit between injector #3 and ECM injector #3 pin, and Cyl inder 1 (Injector Drive System) Fault (DTC271) is not detected.

Open wiring is detected between injector #1/3 and ECM common 1 pin (both the drive circuits for injectors #1 and #3 have open wiring).

Open wiring is detected between injector #2/4 and ECM common 2 pin (both the drive circuits for injectors #2 and #4 have open wiring).

—

The state wh er e the s tar t er s wi tc h i s turned off and the main relay is turned on lasts at least 5 seconds.

The state wh er e the s tar t er s wi tc h i s in "ST" position and the engine speed is more than 1000 rpm is continuously observed 100 times.

The engine speed exceeds 4400 rpm.

The common rail pressure and fuel injection quantity are limited.

The ECM controls the accelerator position to 80 % or less.

The ECM controls the desired common rail pressure to 60 MPa or less and the desired fuel quantity to

50 mm

The common rail pressure and fuel injection quantity are limited. Fault judgment is disabled on pump overpressure and short pump pressure events 1 to 4.

Injector #1 is stopped.

Injector #4 is stopped.

Injector #2 is stopped.

Injector #3 is stopped.

Injectors #1 and #3 are stopped.

Injectors #2 and #4 are stopped.

Injectors and supply pump are stopped.

—

/st or less.

—

Page 93

Engine Control System 1A-91

Chart 2 (1/2)

DTC Fault Major faulty event Parts to be inspected Applicable Tech 2 parameter

14 CMP Sensor System Fault Poor startability

15 CKP Senso r System Fa ul t 18

Starter degradation

(VIM)

(MT vehicles)

22 IAT Sensor System Fault Poor driveability

23 ECT Sensor System Fault

24 Accelerator Sensor System Fault

Vehicle Speed Sensor System

(VIM)

Fault

PTO Accelerator Sensor System

(VIM)

Fault

Idle Up Volume System Fault Poor driveability

(VIM)

VIM Internal Fault

(VIM)

(EEPROM Write Error) ECM Internal Fault

(Charge Circuit Fault)

VIM Internal Fault

(VIM)

(A/D Conversion Fault)

43 ITP Sensor System Fault

EGR Valve Position Sensor

System Fault

45 EGR Valve System Fault

Exhaust Brake System Fault (ON circuit open wiring)

(VIM)

Exhaust Brake System Fault (OFF circuit open wiring)

ECM Internal Fault (CPU Error)

ECM Internal Fault (CPU History Error)

ECM Internal Fault

(Sub CPU Error)

Intake Throttle Valve System

Fault

Poor startability Poor driveability

Poor startability Starter Engine Start Counts

Poor startability under cold weather conditions Poor driveability Prolonged warm-up time

Short power Poor pedal response Poor driveability

Improper speedometer indication Poor driveability

Poor driveability

Generation of black smoke Short power Poor driveability

Generation of white/black smoke Inactive idle up volume system Inactive PTO accelerator sensor system

Generation of black smoke Short power Poor driveability Extensive suction noise during acceleration or exhaust braking

Generation of black smoke Short power Poor driveability

Inactive exhaust brake system, PTO and QWS Inactive ABS/ASR

Engine stop ECM DTC

Poor driveability ECM All data list

Generation of black smoke Short power Poor driveability

— VIM Engine St art Counts

Wire harnesses and connectors (G sensor system), G sensor, ECM

Wire harnesses and connectors (NE sensor system), NE sensor, ECM

Wire harnesses and connectors (IAT sensor system), IAT sensor, ECM

Wire harnesses and connectors (ECT sensor system), ECT sensor, ECM

Wire harnesses and connectors (AP sensor system), AP sensor, ECM

Wire harnesses and connectors (VS sensor system), VS sensor, ECM

Wire harnesses and connectors (PTO accelerator sensor system), PTO accelerator sensor, ECM

Wire harnesses and connectors (idle up volume system), idle up volume, ECM

ECM System Voltage

VIM —

Wire harnesses and connectors (ITP sensor system), ITP accelerator sensor, ECM

Wire harnesses and connectors (EGR valve position sensor system), EGR valve position sensor, ECM

Wire harnesses and connectors (EGR valve and EGR DC motor system), EGR valve, main relay, EGR DC motor, ECM

Wire harnesses and connectors (exhaust brake solenoid valve system), exhaust brake solenoid valve, ECM

Wire harnesses and connectors (intake throttle valve system), intake throttle valve, main relay, intake throttle DC motor, ECM

Engine Speed

Intake Air Temperature, IAT Sensor

Coolant Temperature, ECT Sensor

Final Accelerator Open ing, Acceleraa tor Sensor

Vehicle Speed PTO Accelerator Opening, PTO

Accelerator Sensor Engine Speed, Idle Up Volume

Actual Intake Throttle Position, Desired Intake Throttle Position, Intake Throttle Valve, Intake Throttle Duty Ratio

EGR Valve Position Sensor, EGR Duty Cycle

Exhaust Brake Valve 1

Actual Intake Throttle Position, Desired Intake Throttle Position, Intake Throttle Valve, Intake Throttle Duty Ratio

Barometric Pressure Sensor

(VIM)

Fault

Clutch Switch System Fault

(VIM)

Neutral Switch System Fault

(VIM)

CAN Communication Fault

(CAN Bus Error)

CAN Communication Fault

(CAN Timeout Error)

Common Rail Pressure Sensor

115

Fixed Output Fault

Common Rail Pressure Fault (First Stage in Control System)

118

Common Rail Pressure Fault (Second Stage in Control System)

Injector Power Supply System

158

Short (Common 1) Injector Power Supply System

159

Short (Common 2)

Generation of black smoke VIM Inactive exhaust brake, QWS, and

PTO Generation of black smoke

Poor driveability Inactive exhaust brake and QWS

Poor driveability Terminated VIM control (e.g., tachometer or PTO)

Poor startability Generation of while/black smoke Short power Poor driveability

Short power Poor driveability

Wire harnesses and connectors (clutch switch system), clutch switch, ECM

Wire harnesses and connectors (neutral switch system), neutral switch, ECM

ECM Vehicle Speed

VIM Vehicle Speed

Wire harnesses and connectors (common rail pressure sensor system), common rail pressure sensor, ECM

Wire harnesses and connectors (common rail pressure sensor system), common rail pressure sensor, SCV, flow damper, fuel pipe, ECM

Wire harnesses and connectors (injector #1/3 to ECM common 1 pin), injectors #1 and #3, ECM

Wire harnesses and connectors (injector #2/4 to ECM common 2 pin), injectors #2 and #4, ECM

Barometric P ressure, Barometric Pressure Sensor

Clutch Switch

Neutral Switch

Actual Rail Pressure, Common Rail Pressure Sensor

Actual Rail Pressure, SCV Duty Ratio, SCV Current

Cylinder 1/4 Compensation

Cylinder 2/3 Compensation

Page 94

1A-92 Engine Control System

Chart 2 (2/2)

DTC Fault Major faulty event Parts to be inspected Applicable Tech 2 parameter

Fuel Temperature Sensor

211

System Fault

217 SCV Drive System Short

No Pump Pressure Feed (Fuel

227

Leak)

Idle Position Switch Circuit Open

241

Wiring

242 Idle Position Switch Circuit Short

Common Rail Pressure Sensor

245

System Fault

247 SCV Drive System Fault

Cylinder 1

271

(Injector Drive System) Fault Cylinder 2

272

(Injector Drive System) Fault Cylinder 3

273

(Injector Drive System) Fault Cylinder 4

274

(Injector Drive System) Fault Injector Power Supply System

277

Open Wiring (Common 1) Injector Power Supply System

278

Open Wiring (Common 2)

416 Main Relay System Fault Battery over-disc harge

417 Starter Switch Syst em Fa ult Starter malfun ction

543 High Engine Speed Er ro r No pedal resp onse

Poor driveability Poor startability

Generation of white/black smoke Short power Poor drivability

Generation of white/black smoke Short power Poor driveability Engine stop

Short power Poor driveability (When the AP sensor is also faulty.)

Short power Poor pedal response Poor driveability (When the AP sensor is also faulty.)

Poor startability Generation of white/black smoke Short power Poor driveability

Short power Poor driveability

Engine stop No startability

Wire harnesses and connectors (FT sensor system), FT sensor, ECM

Wire harnesses and connectors (SCV+ to ECM), SCV, ECM

SCV, flow damper, common rail, supply pump, injector, fuel pipe, ECM

Wire harnesses and connectors (idle position switch system), idle position switch, ECM

Wire harnesses and connectors (common rail pressure sensor system), common rail pressure sensor, ECM

Wire harnesses and connectors (SCV drive system), SCV, ECM

Wire harnesses and connectors (injector #1 to ECM injector #1 pin), injector #1, ECM

Wire harnesses and connectors (injector #4 to ECM injector #4 pin), injector #4, ECM

Wire harnesses and connectors (injector #2 to ECM injector #2 pin), injector #2, ECM

Wire harnesses and connectors (injector #3 to ECM injector #3 pin), injector #3, ECM

Wire harnesses and connectors (injector #1/3 to ECM common 1 pin), injectors #1 and #3, ECM

Wire harnesses and connectors (injector #2/4 to ECM common 2 pin), injectors #2 and #4, ECM

Wire harnesses and connectors (main relay system), main relay, ECM

Wire harnesses and connectors (starter switch system), starter switch, ECM

Shift position, transmission, NE and G sensor signals

Fuel Temperature, FT Sensor

Actual Rail Pressure, SCV Duty Cycle

Idle Position Switch

Actual Rail Pressure, Common Rail Pressure Sensor

SCV Duty Ratio, SCV Current

Cylinder 1 Compensation

Cylinder 2 Compensation

Cylinder 3 Compensation

Cylinder 4 Compensation

Cylinder 1/4 Compensation

Cylinder 2/3 Compensation

System Voltage

Starter Switch

Engine Speed

Page 95

DTC14 - CMP Sensor System Fault

Engine Control System 1A-93

ECM (Engine Control Module)

0.5W/R

CKP

Sensor

0.5W/L

0.5L/R

CMP

Sensor

0.5L/W

0.5G/Y

ITP

Sensor

0.5B

Circuit Description

The CMP (cam position) sensor is installed to each cylinder head and, when the hole on the cam s haft ge ar passes the sensor, a CMP signal is generated. Five CMP pulses are generated per cycle (one rotation of camshaft). The ECM identifies the cylinder from the CMP signal as well as the CKP signal sent from the CKP sensor and determin es the cra nk angle, an d uses this angle in fuel injection control and engine speed calculation. These task s are usually performed based on the CKP signal but if the CKP senso r fails, the CMP signal will substitute for the CKP signal. DTC14 will be set when the number of CMP signals received by the ECM is not correct.

Major Faulty Event

• Poor startability

Conditions for Setting the DTC

No CMP signal is inpu t while the CKP s ignal i s input to the ECM 450 times.

Action Taken When the DTC Sets

• After the DTC is se t and the engine runs at idle, the ECM will illuminate the CHECK ENGINE lamp (MIL).

• When the CKP sensor is sound, the ECM will control the powertrain using the CKP signal.

0.5Y

EGR Valve

Position

Sensor

0.5G

0.5W

Common

Rail

Pressure

Sensor

0.5G

0.5R

LNW21AMF006901-X

Conditions for Clearing MIL/DTC

When the system fails and the DTC is stored to the ECM, even repairing the fau lty portio n will not cle ar the DTC from the memory. To clear the DTC, conduct the following steps.

1. Turn off the idle position swi tch for not less than 1 second but not more than 3 seconds. (Press the accelerator pedal.)

2. Turn on the idle position switch for not less than 1 second but not more than 3 seconds. (Release the accelerator pedal.)

3. Turn off the idle position swi tch for not less than 1 second but not more than 3 seconds. (Press the accelerator pedal.)

4. Turn on the idle position switch for not less than 1 second but not more than 3 seconds. (Release the accelerator pedal.)

5. Turn off the idle position swi tch for not less than 1 second but not more than 3 seconds. (Press the accelerator pedal.)

6. After the above operations are properly completed, the CHECK ENGINE lamp (MIL) illuminates for 3 seconds to report the memory is cleared.

7. Turn off the starter switch. Wait for 5 seconds and turn on the starter switch again.

When Tech 2 has been con nected to the vehicle, the DTC can be cleared through the memory clear operation with Tech 2.

Page 96

1A-94 Engine Control System

Diagnostic Aids

Poor connection or damaged harness may cause intermittents. Check for th e following conditions and, if the fault is detected, repair or replace the faulty portion.

• Poor connection at ECM: Inspect harness connectors for backed-out pins, improper mating, broken locks, improp erly for med o r damag ed pins, and poor pin-to-wire connection.

• Damaged harness : Inspect the wiring harnes s for rubbed-through wire insulation or wire broken inside the insulator. If the harness appears to be OK, observe the display on Tech 2 while moving connectors and wiring harnesses related to the sensor. A change in the display will indicate the location of the fault.

Step Action Value(s) Yes No

Perform the "On-Board Diagnostic (OBD) System Check".

Was the OBD System Check performed? Check the CMP sensor and sensor conne ctor

for installation and, if mounted improperly,

install these devices certainly.

Test Description

Number(s) below refer to the step number(s) on the Diagnostic Chart.

3. If the DTC is not detected, the possible cause is intermittent (intermittent fault).

4. If the resistanc e is sound, the harness and sensor are not faulty.

7. If pins are jumpered and the res istance reads ∞ Ω, the cause is open wiring. If pins are no t jumpered and the resistance reads 0Ω, the cause is short.

—

Go to Step 2

—

Refer to OBD

System Check

and go to Step 2

Is the action complete? Review the DTC.

1. Using Tech 2, check and store the DTC.

2. Clear the DTC.

3. Perform test run and revi ew the DTC. Is DTC14 detected?

Check the CMP sensor ground circuit for +B short.

1. Starter switch "OFF".

2. Disconnect the ECM.

3. At the ECM connector pins, measure the resistance.

Was the resistance within range? Repair or replace the faulty harness.

Is the action complete? Check the CMP sens or circuit for open wiring

or short.

1. Starter switch "OFF".

2. Disconnect the ECM.

3. At the ECM connector pins, measure the resistance.

Was the resistance within range?

—

Pins 27-109/

114/115/116:

∞Ω

—

Pins 8-27: 1850~2450 Ω Pins 8/27-26:

∞Ω

Pins 8/27-

ground: ∞Ω

Go to Step 3 —

Refer to

Go to Step 4

Go to Step 6 Go to Step 8

Verify repair and

go to Step 11 —

Go to Step 11 Go to Step 7

Diagnostic Aids

Page 97

Engine Control System 1A-95

Step Action Value(s) Yes No

Check the harness between ECM and CMP sensor for open wiring or short.

1. Disconnect the CMP sensor connector.

2. Jumper the CMP sensor connector pins and measure the r esistance at the ECM connector.

Was the resistance within range?

Repair or replace the faulty harness.

Is the action complete? Check the CMP sensor.

1. At the CMP sensor connector pins, measure the resistance.

Was the resistance within range?

Replace the CMP sensor.

Is the action complete? Review the DTC.

1. Certainly connect the CMP sensor and ECM connectors.

2. Using Tech 2, clear the DTC.

3. Perform test run and revi ew the DTC.

Is DTC14 detected?

1. Replace the ECM.

Pins 27-8

(jumpered: pins 2-3): 0 Ω (not jumpered):

∞ Ω

Pins 26-8

(jumpered: pins 1-3): 0 Ω (not jumpered):

∞ Ω

Pins 26-27

(jumpered: pins 1-2): 0 Ω (not jumpered):

∞ Ω

Pins 26/27/8-

ground: ∞ Ω Go to Step 9 Go to Step 8

—

[Reference]

Pins 1-2: ∞Ω

Pins 2-3:

Approx.

120~130 Ω

Pins 1-3: ∞ Ω

Pin 1/2/3-

sensor body:

∞ Ω Go to Step 11 Go to Step 10

—

Verify repair and

go to Step 13 —

Verify repair and

go to Step 13 —

Go to Step 12

Refer to

Diagnostic Aids

IMPORTANT: If necessary (for the vehi cle equipped w ith

idle stop function), input the number of startups to the replacing ECM.

Is the action complete? Check DTC14 will not be set again.

1. Using Tech 2, clear the DTC.

2. Perform test run and revi ew the DTC. Is DTC14 detected?

—

Verify repair and

go to Step 13 —

Refer to

Diagnostic Aids

and go to Step 2

Repair is

complete

Page 98

1A-96 Engine Control System

Sensor Description

Legend

1. CMP sensor

2. Shield ground

LNW21ASF003301

3. Sensor ground

4. Sensor signal

Page 99

DTC15 - CKP Sensor System Fault

Engine Control System 1A-97

ECM (Engine Control Module)

0.5W/R

CKP

Sensor

0.5W/L

0.5L/R

CMP

Sensor

0.5L/W

0.5G/Y

ITP

Sensor

0.5B

Circuit Description

The CKP (crank position) sensor is installed to the flywheel housing and, when flywheel teeth pass the sensor, a CKP signal is generated. N inety CKP pu lses are generated per cycle (one rotation of crankshaft). The ECM identifies the cy li nde r from the CKP si gna l as well as the CMP signal s ent from the CMP sens or and determines the crank angle , and us es this angle in f uel injection control and engine speed calculation. These tasks are usually performed utilizing the CKP signal but if the CKP sensor fails, the CMP signal will s ubstitute for the CKP signal. DTC15 will be set when the number of CKP signals received by the ECM is not correct.

Major Faulty Event

• Poor startability

• Poor driveability

Conditions for Setting the DTC

No CKP signal is inpu t whil e the CM P signal is inp ut to the ECM 40 times.

Action Taken When the DTC Sets

• After the DTC is se t and the engine runs at idle, the ECM will illuminate the CHECK ENGINE lamp (MIL).

• When the CMP sensor is sound, the ECM will control the powertrain using the CMP signal.