Sec6E 4JH1
Sec6E 4JH1
Sec6E 4JH1
ENGINE
Engine Control System (4JH1)
TABLE OF CONTENTS
Specifications ....................................................... 6E-3 P0381 (Symptom Code 8) (Flash Code 67) ... 6E-117
Temperature vs Resistance .............................. 6E-3 P0400 (Symptom Code 3) (Flash Code 32) ... 6E-119
Altitude vs Barometric Pressure........................ 6E-3 P0400 (Symptom Code 4) (Flash Code 32) ... 6E-122
Schematic and Routing Diagrams........................ 6E-4 P0400 (Symptom Code 5) (Flash Code 32) ... 6E-125
Vacuum Hose Routing Diagram........................ 6E-4 P0400 (Symptom Code 8) (Flash Code 32) ... 6E-128
Engine Controls Schematics ............................. 6E-5 P0500 (Symptom Code 1, A) (Flash Code 24)
Ground Distributions ....................................... 6E-15 ......................................................................... 6E-130
Component Locator............................................ 6E-16 P0500 (Symptom Code B) (Flash Code 24) ... 6E-132
Engine Controls Component Views ................ 6E-16 P0560 (Symptom Code 1) (Flash Code 35) ... 6E-136
Engine Control Module (ECM) Connector End Views P0560 (Symptom Code 2) (Flash Code 35) ... 6E-138
......................................................................... 6E-18 P0560 (Symptom Code A) (Flash Code 35) ... 6E-140
Engine Controls Connector End Views ........... 6E-20 P0561 (Symptom Code A) (Flash Code 18) ... 6E-142
Diagnostic Information and Procedures ............. 6E-26 P0561 (Symptom Code B) (Flash Code 18) ... 6E-144
General Service Information ........................... 6E-26 P0602 .............................................................. 6E-145
Tech 2 Scan Tool ............................................ 6E-27 P0606 (Symptom Code A, B) (Flash Code 28)
Tech 2 Data List .............................................. 6E-28 ......................................................................... 6E-146
Tech 2 Data Definitions................................... 6E-29 P0645 (Symptom Code 4) (Flash Code 46) ... 6E-147
Tech 2 Output Controls ................................... 6E-32 P0645 (Symptom Code 8) (Flash Code 46) ... 6E-150
Breaker Box .................................................... 6E-32 P0703 (Symptom Code A, B) (Flash Code 25)
Engine Control System Check Sheet.............. 6E-33 ......................................................................... 6E-152
Diagnostic Starting Point – Engine Controls ..... 6E-34 P0704 (Symptom Code 6) (Flash Code 57) ... 6E-156
Diagnostic System Check – Engine Controls.... 6E-34 P1105 (Symptom Code 1) (Flash Code 86) ... 6E-159
Tech 2 Does Not Power Up ............................ 6E-36 P1105 (Symptom Code 2) (Flash Code 86) ... 6E-160
Lost Communication with The Engine Control Module P1110 (Symptom Code 4) (Flash Code 72) ... 6E-161
(ECM).............................................................. 6E-37 P1110 (Symptom Code 8) (Flash Code 72) ... 6E-164
Engine Cranks but Does Not Run ................... 6E-40 P1120 (Symptom Code 1) (Flash Code 21) ... 6E-166
Diagnostic Trouble Code (DTC) List ............... 6E-43 P1120 (Symptom Code 2) (Flash Code 21) ... 6E-169
P0100 (Symptom Code 7) (Flash Code 65) ...... 6E-61 P1120 (Symptom Code 7) (Flash Code 21) ... 6E-172
P0100 (Symptom Code 9) (Flash Code 65) ...... 6E-63 P1120 (Symptom Code 9) (Flash Code 21) ... 6E-174
P0100 (Symptom Code B) (Flash Code 65)...... 6E-65 P1120 (Symptom Code D) (Flash Code 21)... 6E-176
P0100 (Symptom Code C) (Flash Code 65) ..... 6E-68 P1120 (Symptom Code E) (Flash Code 21) ... 6E-179
P0110 (Symptom Code 1) (Flash Code 23) ...... 6E-71 P1173 (Symptom Code 3) (Flash Code 22) ... 6E-182
P0110 (Symptom Code 2) (Flash Code 23) ...... 6E-74 P1173 (Symptom Code 7, A) (Flash Code 22)
P0115 (Symptom Code 1) (Flash Code 14) ...... 6E-76 ......................................................................... 6E-184
P0115 (Symptom Code 2) (Flash Code 14) ...... 6E-79 P1335 (Symptom Code A) (Flash Code 43) ... 6E-185
P0180 (Symptom Code B) (Flash Code 15)...... 6E-81 P1345 (Symptom Code A) (Flash Code 41) ... 6E-188
P0215 (Symptom Code A) (Flash Code 52)...... 6E-82 P1520 (Symptom Code A) (Flash Code 47) ... 6E-189
P0215 (Symptom Code B) (Flash Code 52)...... 6E-84 P1520 (Symptom Code B) (Flash Code 47) ... 6E-191
P0215 (Symptom Code C) (Flash Code 52) ..... 6E-86 P1576 (Symptom Code 4) (Flash Code 71) ... 6E-194
P0215 (Symptom Code D) (Flash Code 52) ..... 6E-89 P1576 (Symptom Code 8) (Flash Code 71) ... 6E-197
P0216 (Symptom Code A,B) (Flash Code 54) .. 6E-90 P1605 (Symptom Code C, D, E) (Flash Code 55)
P0251 (Symptom Code 6) (Flash Code 53) ...... 6E-94 ......................................................................... 6E-199
P0251 (Symptom Code 7) (Flash Code 53) ...... 6E-96 P1625 (Symptom Code A) (Flash Code 76) ... 6E-200
P0251 (Symptom Code 9, A, B, D) (Flash Code 53) P1625 (Symptom Code B) (Flash Code 76) ... 6E-202
........................................................................... 6E-99 P1630 (Symptom Code A, B) (Flash Code 51)
P0251 (Symptom Code E) (Flash Code 53).... 6E-101 ......................................................................... 6E-204
P0335 (Symptom Code B, D) (Flash Code 43) P1650 (Symptom Code A) (Flash Code 44) ... 6E-206
......................................................................... 6E-103 P1650 (Symptom Code B) (Flash Code 44) ... 6E-209
P0335 (Symptom Code E) (Flash Code 43).... 6E-107 P1651 (Symptom Code A, B) (Flash Code 45)
P0380 (Symptom Code 4) (Flash Code 66) .... 6E-109 ......................................................................... 6E-210
P0380 (Symptom Code 8) (Flash Code 66) .... 6E-112 P1690 (Symptom Code 4) (Flash Code 77) ... 6E-213
P0381 (Symptom Code 4) (Flash Code 67) .... 6E-114 P1690 (Symptom Code 8) (Flash Code 77) ... 6E-216
6E-2 Engine Control System (4JH1)
Glow Control System Check ......................... 6E-218
Symptoms – Engine Controls........................... 6E-221
Symptoms – Engine Controls........................ 6E-221
Intermittent Conditions .................................. 6E-222
Hard Start...................................................... 6E-224
Rough, Unstable, or Incorrect Idle And Stalling
...................................................................... 6E-226
Cut Out, Misses............................................. 6E-228
Surges/Chuggles........................................... 6E-230
Lack of Power, Sluggishness, Sponginess..... 6E-232
Hesitation, Sag, Stumble............................... 6E-234
Fuel Knock/Combustion Noise...................... 6E-237
Poor Fuel Economy....................................... 6E-238
Excessive Smoke (Black Smoke) ................. 6E-240
Excessive Smoke (White Smoke) ................. 6E-241
Repair Instructions ........................................... 6E-243
Engine Control Module (ECM)
Replacement ................................................. 6E-243
Service Programming System (SPS) Description
...................................................................... 6E-243
Service Programming System (SPS)
(Remote Procedure)...................................... 6E-244
Service Programming System (SPS)
(Pass-Thru Procedure).................................. 6E-246
Accelerator Pedal Position (APP)
Sensor Replacement..................................... 6E-246
Crankshaft Position (CKP) Sensor Replacement
...................................................................... 6E-247
EGR Solenoid Valve Replacement ............... 6E-247
Engine Coolant Temperature (ECT)
Sensor Replacement..................................... 6E-248
Mass Air Flow (MAF) / Intake Air Temperature (IAT)
Sensor Replacement..................................... 6E-248
Vehicle Speed Sensor (VSS) Replacement ... 6E-249
Description and Operation ............................... 6E-250
Engine Control Module (ECM) Description ... 6E-250
Engine Control Component Description........ 6E-251
Fuel Injection System Description................. 6E-254
Low Pressure Fuel Circuit Description ........... 6E-256
High Pressure Fuel Circuit Description .......... 6E-258
Timing Control Device Description................. 6E-260
Exhaust Gas Recirculation (EGR)
System Description ........................................ 6E-263
Turbocharger Description............................... 6E-264
Special Tools and Equipment ........................... 6E-265
Special Tools and Equipment ........................ 6E-265
Engine Control System (4JH1) 6E-3
Specifications
Temperature vs Resistance Altitude vs Barometric Pressure
Engine Coolant Temperature vs. Resistance
Barometric
°C °F Ω Altitude Measured Altitude Measured Pressure
Temperature vs. Resistance Value (Approximately) in Meters (m) in Feet (ft) Measured in
Kilopascals (kPa)
120 248 120
Determine your altitude by contacting a local weather
110 230 160 station or by using another reference source.
100 212 200 4267 14000 56-64
90 194 260 3962 13000 58-66
80 176 350 3658 12000 61-69
70 158 470 3353 11000 64-72
60 140 640 3048 10000 66-74
50 122 880 2743 9000 69-77
40 104 1250 2438 8000 71-79
30 86 1800 2134 7000 74-82
20 68 2650 1829 6000 77-85
10 50 4000 1524 5000 80-88
0 32 6180 1219 4000 83-91
-10 14 9810 914 3000 87-98
-20 -4 16000 610 2000 90-98
-30 -22 27000 305 1000 94-102
0 0 Sea Level 96-104
Intake Air Temperature vs. Resistance
-305 -1000 101-105
°C °F Ω
Temperature vs. Resistance Value (Approximately)
100 212 190
90 194 240
80 176 320
70 158 430
60 140 590
50 122 810
40 104 1150
30 86 1650
25 77 2000
20 68 2430
10 50 3660
0 32 5650
-10 14 8970
-20 -4 14700
6E-4 Engine Control System (4JH1)
2 3
N6A3884E
Legend
1. Vacuum Pump (part of ACG) 3. EGR Valve
2. Vacuum Hose 4. EGR Solenoid Valve
P-3 P-1
2L
30BLK 8BLK
SBF-3
SBF-1 SBF-2 GLOW Fuse & Relay Box
MAIN KEY 60A (Behind the Cab)
Battery
100A 50A
3
30 8 WHT/
P-4 P-2 BLK WHT/ BLU
BLK 1 H-7
Power Distribution (1)
2 H-6
P-5 3
0.5 Glow Relay
BLK/ 0.5 WHT/
YEL BLK/ BLU
Starter 8
WHT/ YEL 2 B-67
BLK
3 2 X-11
Engine Controls Schematics
OFF
3 Charge ST Ignition
WHT/ Relay ON ACC Switch
BLK
5 4 X-11
0.5 3 B-67
3 0.5 WHT/ Relay Box
Starter
WHT/ WHT/ BLU (Instrument
Relay
BLK RED Panel)
ACG
1 2 X-12 0.5 0.5 3
BLK/ BLK/ BLK/
YEL YEL BLU
Heater
A/C Relay
3 B-7
BLK/ 0.5 Headlight
0.85 2 ECM
YEL GRY/ Bracket
BRN BLU W/S-M
YEL
3 3
BLK/ BLK/
YEL YEL
Engine Control System (4JH1)
N6A3862E
6E-5
8BLK
Battery 6E-6
SBF-2 SBF-4
SBF-1 SBF-8 SBF-9 SBF-3
KEY HEAD
MAIN STARTER ABS GLOW
50A LAMP
100A 60A 60A 60A
30A
3
WHT/ 2 H-6
BLU
Fuse & Relay Box
1 H-7 (Behind the Cab)
Power Distribution (2)
3
WHT/
BLU
F-25
3 F-27 F-26
MARKER
WHT/ RR FOG COND.FAN
LAMP
BLU 10A 15A
15A
2 B-67
Glow Plug
Relay
OFF
Engine Control System (4JH1)
ST Ignition
ON ACC switch
3
4 3 1 B-67 WHT/
BLU
Heater Heater
3 Relay Relay
BLK/
YEL W/S-G W/S-H
W/S-A 2BLK/YEL
0.5 3 3 2
BLK/ WHT/ WHT/ WHT/
YEL BLK BLK BLK
5 2 X-1
Key ON
Relay
F-15 F-12 F-11 F-10 SBF-26 F-4 F-5 F-8 F-9 F-19
F-22 F-16 F-20 0.5
AUDIO(IG), H/LAMP TURN FRONT WIPER & POWER AUDIO (B), STOP ENG. ENG. HORN,
STATER METER ABS(IG) BLK
CIGAR LIGHTER LEVEL LIGHT WASHER WINDOW DOOR LOCK LIGHT (B1) (B2) HAZARD
10A 10A 10A
15A 10A 10A 15A 30A 15A 10A 15A 15A 15A
N6A3863E
P-3 P-1
30BLK 8BLK P-2 Refer to
Power Distribution
2L
Battery SBF-2 SBF-8
KEY STARTER
F-16 Fuse & 50A 60A
METER Relay Box Fuse & Relay Box
10A (Glove Box) 3 (Behind the Cab)
P-4 P-2 WHT/
BLU
P-5 3
W/S-M WHT/
BLU
1 H-7
Starting and Charging System
2 B-67
30 Relay Box 3 3
Charge
BLK (Instrument WHT/ WHT/
Relay
Panel) BLK BLK
5 4 X-11
OFF
ST Ignition
ON ACC switch
0.5
WHT/BLU
Heater
A/C Relay
3
13 H-6 BLK/
WHT 2 4 X-8
0.85
WHT/BLU 4 B-67
Relay Box
3 Starter
3 H-3 (Instrument
WHT Relay
Panel)
F-22
E-72 STARTER
P-6 10A
0.85
1 J-26 3 5
WHT/BLU X-8
Generator
Starter 2
BLK
M
C J-9
Frame
Engine Control System (4JH1)
1 J-27
N6A3864E
6E-7
6E-8
F-8 F-9 F-16 Fuse &
ENG.(B1) ENG.(B2) METER Relay Box
15A 15A 10A (Glove Box) ECM Power and PCU
2BLU/RED 3
BLK/
3 3 YEL
BLU/ BLU/
RED RED
3 1.25
15 H-14 BLK/ BLK/
YEL YEL
1 H-6
2
1 2 X-14
RED/ Exhaust Brake
WHT Solenoid Valve
Intake Throttle
7 E-110 Solenoid Valve ECM Relay Box
Neutral Switch Main (Instrument
Engine Control System (4JH1)
J-9
Frame
0.5 0.5 0.5 0.5
BLU YEL ORN PNK
ESO CKP
solenoid sensor ECM
signal signal main
output output relay
ECM
control
CAN CAN Battery Ignition voltage
high low voltage
12V
N6A3866E
Ground Ground
F-9 F-8
Fuse & Relay Box
ENG.(B2) ENG.(B1) Diagnostic EHCU Diagnostic ECM
(Glove Box)
15A 15A request J1850 request Keyword
switch (Class2) switch 2000
4 29 J-177 2 1 45 35 B-234
2 2 0.3 0.3 2 2
WHT/ WHT/ WHT/ WHT/ BLK BLK
BLK BLK GRN BLK
3 4 H-15
ECM Grounding, EHCU and DLC
ECM 27 26 H-5
Main
Relay
B-1
0.5 0.3 0.3 Frame
BLK/ WHT/ WHT/
YEL GRN BLK
16 12 2 6 7 B-79
4 5 B-79
0.5 0.5
BLK BLK
W/S-C
0.85
BLK
5
J/C-E
9
0.85
BLK
Engine Control System (4JH1)
B-7
Headlight Bracket
N6A3867E
6E-9
6E-10
F-16 Exhaust
Fuse & Relay Box
METER Brake
(Glove Box)
10A Switch
0.5
LT GRN/
0.5
BLU
BLK/YEL
8 1 B-51
Gauges and Warning Lamps
Speedometer Tachometer
Instrument
Exhaust Panel Cluster
Glow MIL (IPC)
Brake
0.5 0.85
BLK BLK
0.85
BLK
31 25 19 H-5 2
BLK
1 3 J-32
0.5 0.5
BLK YEL/
GRN
VSS
68 27 60 43 42 B-234
VSS Engine
signal speed Exhaust Glow
2 J-32 signal brake indicator MIL
output lamp lamp control ECM
control control
12V
N6A3868E
5V reference 5V reference
ECM
Main Relay
ECM ECM
90 B-233 69 57 38 B-234
Resistor
0.5
0.5 0.5 GRN/
BLK RED BLK
Sensor
3 Switch
2 B-340 1 B-80
1 J-183 6 5 4 B-31
0.5
0.5 BLK
0.3
BRN/
BLK
RED
0.5
WHT 0.5
BRN/ W/S-C
RED 0.5
BLK/
24 18 H-5 GRN
0.85
BLK
Engine
warm up Engine
Shield Low Low
warm up
Engine Control System (4JH1)
N6A3869E
6E-11
5V reference 5V reference 6E-12
5V reference ECM
83 88 84 89 B-233
16 H-5
ECM
Main Relay
0.5
1 2 H-8 37 H-5
GRY
EGR
ECT
Solenoid
Sensor
Valve
MAF & IAT
Sensor
2 J-105 2 E-16
0.5
BLK/
0.5 PNK
BLK/ 3 J-182
ORN
0.5 11 H-14
BLK/
RED 0.5
BLK/
7 H-8 PNK
6 H-8
0.5 29 H-5
BLK/ 0.5
ORN BLK/ 0.5
RED BLK/
PNK
97 92 93 B-233
EGR
Low Low
solenoid reference reference
valve ECM
control
(PWM)
N6A3870E
SBF-25 F-1 Fuse & ECM H-6 0.5BLU/RED
HEATER AIR CON Relay Box Main Relay 1 EGR Solenoid Valve
30A 10A (Glove Box) PCU
Exhaust Brake
USW Solenoid Valve
0.5 JOINT2 Intake Throttle
2
BLU / Solenoid Valve
BLU
RED
1.25 0.5
BLU BLU/
A/C and Glow Relay
3 H-18 RED
0.5 0.5
BLU/ GRN/
RED ORN
0.85
BRN
Diode SBF-3
Glow
60A
0.5
2 B-339
GRN/
0.5 0.5
YEL
BLK/ BLK
RED
W/S-C
Glow
Plug 0.85
BLK
B-1
94 B-233 33 Frame 41 B-234
A/C ON
signal A/C
Glow relay
Engine Control System (4JH1)
compressor
relay signal relay ECM
control
control
N6A3871E
6E-13
ECM
Main 6E-14
Relay
12V
Fuse & F-5
Relay Box STOP Exhaust Exhaust
J/C-E EHCU
(Glove Box) LIGHT brake brake
1 2 (ABS
10A cut cut
Module)
signal signal
output feedback
3 3 6 7 8 input
BLU/
RED
Idle Engine 8 7 J-177
Switch Warm Up
Resistor Switch
1 H-6 0.5 0.5
MAF Sensor LT GRN/ LT GRN/
EGR Solenoid Valve 0.5 0.5 0.5 0.5 WHT BLK
0.5
A/C Compressor Relay BLU/ BLU/ BLU/ GRN/
Clutch Switch and Brake Switch
BLU/
RED A/C Signal Relay RED RED RED YEL
0.5
BLK/
0.5 WHT 0.5 0.5
0.5 1 B-342
LT GRN/ LT GRN/ GRN
LT GRN 9 H-8
WHT BLU
0.5 40 36 H-5
32 9 H-5 Resistor BLK/ 0.5 Stop
0.5
IPC WHT/
WHT YEL Light
BLK
N6A3872E
EGR Solenoid Valve, Exhaust Brake Solenoid Valve, Intake Throttle Solenoid Valve, Exhaust Brake Switch,
Engine Control System (4JH1) 6E-15
Ground Distributions
0.3 BLK
Engine Warm up Switch
0.5 BLK
A/C ON Signal Resistor
0.85 BLK
Neutral Switch
0.3 BLK
IPC
Starter
2 2 2
BLK BLK BLK
0.85
BLK
16 H-14
2 5 Battery
BLK BLK
Component Locator
Engine Controls Component Views
CKP Sensor, EGR Solenoid Valve, ECT Sensor, Intake Throttle Solenoid Valve and MAF / IAT Sensor
2
1
N6A3878E
Legend
1. Crankshaft Position (CKP) Sensor 4. Intake Throttle Solenoid Valve
2. EGR Solenoid Valve 5. Mass Air Flow (MAF) / Intake Air Temperature
3. Engine Coolant Temperature (ECT) Sensor (IAT) Sensor
Engine Control System (4JH1) 6E-17
ECM Fuel Injection Pump and PCU
1 2
N6A3903E N6A3904E
Legend Legend
1. Engine Control Module (ECM) 1. Fuel Injection Pump
2. Pump Control Unit (PCU)
APP Sensor
VSS
N6A3907E
Legend N6A3905E
6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 5 4
25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43
3
44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62
63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 2 1
N6A3797E
121 120 119 113 112 111 110 109 108 107 106
105 104 103 102 101 100 99 98
118 117
97 96 95 94 93 92 91 90
116 115 114 89 88 87 86 85 84 83 82
N6A3798E
96 — Not Used
Connector No. B-80
97 BLK/ORN EGR Solenoid Valve Control
Connector Color Gray
98 WHT CKP Sensor Low Reference
Test Adapter No. J-35616-33
99 BLU CAN Low Signal
Pin Wire Color Pin Function
100 YEL CAN High Signal
1 BLK/GRN APP Sensor Low Reference
101 BLK CKP Sensor Shield Ground
2 GRN/ORN APP Sensor Signal
102 — Not Used
3 RED/GRN APP Sensor 5 Volts Reference
102 — Not Used
103 — Not Used Brake Switch
Engine Shutoff (ESO) Solenoid
105 ORN
Valve Control Signal Output
106-121 — Not Used
1 2
3 4
N6A3800E
Engine Control System (4JH1) 6E-21
Clutch Switch
Connector No. B-66
Connector Color Brown
Test Adapter No. J-35616-42
Pin Wire Color Pin Function
Brake Pedal 1 Switch (Stoplamp
1 GRN/YEL
Pedal Switch) 12 Volts Feed
Brake Pedal 2 Switch Ignition
2 BLU/RED
Voltage
1
3 WHT/BLK Brake Pedal 2 Switch Signal
2
Brake Pedal 1 Switch (Stoplamp
4 GRN
Pedal Switch) Signal
N6A3802E
N6A3801E
N6A3803E
1 2
1 2 3
4 5 6
N6A3804E
N6A3808E
1 2
N6A3809E N6A3811E
1 2
1 2 3 4 5
N6A3810E
1 2 3
N6A3813E
OFF
3.2 1.2 3.2 1.2 3.2
unit:second
0.5 0.5 0.5 0.5 0.5
N6A3816E
Additional Menu
Tech 2 Output Control Descriptions
Selection(s)
The purpose of this test is for checking whether the EGR valve is correctly
moved with command. Restricted valve movement by foreign materials,
EGR Solenoid Valve Solenoids excessive deposits, a faulty vacuum hose routing, a faulty EGR valve or a
faulty EGR solenoid could be considered if the mass air flow (MAF) sensor is
not changed when commanded ON or OFF.
Engine Speed (RPM) The purpose of this test is for checking whether the actual engine idle speed
—
Control can change to match the commanded RPM.
The purpose of this test is for checking whether the glow indicator lamp is
Glow Indicator Lamps operating when commanded ON. Faulty circuit(s) or an open bulb could be
considered if not operating when commanded ON.
The purpose of this test is for checking whether the glow relay is operating
Glow Relay Relays when commanded ON. Faulty circuit(s) or a faulty glow relay could be
considered if not energizing when commanded ON.
The purpose of this test is for checking whether the malfunction indicator
Malfunction Indicator
Lamps lamp (MIL) is operating when commanded ON. Faulty circuit(s) or an open
Lamp
bulb could be considered if not operating when commanded ON.
1
2
1 3
2
5
N6A3818E
N6A3817E Legend
1. Engine Control Module (ECM)
Legend
2. Harness Adapter
1. Engine Control Module (ECM)
3. ECM – Harness Connector
2. Harness Adapter
4. Breaker Box
3. ECM – Harness Connector
5. ECM connected
4. Breaker Box
5. ECM disconnected
The ECM and other connectors have water proof
terminal that is not allowed to back probe. Breaker Box
Although probe to the engine control module (ECM)
Connection Type B is suitable usage to test short to
harness connector is possible by Test Adapter, Breaker
voltage circuit or signal check between the ECM and
Box Connection Type A is suitable usage to prevent
electrical components.
misprobe and damage of female terminals when test
open circuit or short to ground between the ECM and
electrical components, since the terminals where the
harness connector of the ECM is thin have gathered.
Engine Control System (4JH1) 6E-33
Engine Control System Check Sheet
Engine Does
Engine does not crank No initial combustion No complete combustion
Not Run
Hard Start Engine cranks slowly Other ( )
Abnormal idling speed High idling speed ( RPM) Low idling speed ( RPM)
Problem Symptoms
Other Additional
Condition
N6A3819E
6E-34 Engine Control System (4JH1)
Diagnostic Starting Point – Engine 11. If there are other modules with DTCs set, refer to
Controls the DTC list. The DTC list directs you to the
appropriate diagnostic procedure. If the control module
Begin the system diagnosis with Diagnostic System stores multiple DTCs, diagnose the DTCs in the
Check – Engine Controls. The Diagnostic System following order.
Check – Engine Controls will provide the following
• Component level DTCs, such as sensor DTCs,
information:
solenoid DTCs, actuator DTCs, and relay DTCs.
• The identification of the control modules which Diagnose the multiple DTCs within this category in
command the system. numerical order. Begin with the lowest numbered
• The ability of the control modules to communicate DTC, unless the diagnostic table directs you
through the serial data circuit. otherwise.
• The identification of any stored diagnostic trouble
codes (DTCs) and their statuses. Diagnostic System Check – Engine Controls
The use of the Diagnostic System Check – Engine Important:
Controls will identify the correct procedure for
• DO NOT perform this diagnostic if there is not a
diagnosing the system and where the procedure is
driveability concern, unless another procedure
located.
directs you to this diagnostic.
Important: • Before you proceed with diagnosis, search for
Engine Control System Check Sheet must be used to applicable service bulletins.
verify the customer complaint, you need to know the • Unless a diagnostic procedure instructs you, DO
correct (normal) operating behavior of the system and NOT clear the DTCs.
verify that the customer complaint is a valid failure of • If there is a condition with the starting system, refer
the system. to the starting system section in the engine
mechanical.
Diagnostic System Check – Engine • Ensure the battery has a full charge.
Controls • Ensure the battery cables (+) (-) are clean and
tight.
Description
• Ensure the ECM grounds are clean, tight, and in
The Diagnostic System Check – Engine Controls is an the correct location.
organized approach to identifying a condition that is
created by a malfunction in the electronic engine • Ensure the ECM harness connectors are clean
control system. The Diagnostic System Check must be and correctly connected.
the starting point for any driveability concern. The • Ensure the ECM terminals are clean and correctly
Diagnostic System Check directs the service technician mating.
to the next logical step in order to diagnose the • Ensure the fuel injection pump control unit (PCU)
concern. Understanding and correctly using the ground is clean, tight, and in the correct location.
diagnostic table reduces diagnostic time, and prevents • Ensure the PCU harness connectors are clean and
the replacement of good parts. correctly connected.
• Ensure the PCU terminals are clean and correctly
Test Description
mating.
The numbers below refer to the step numbers on the
• Ensure the vehicle maintenance has been done
diagnostic table.
enough.
2. Lack of communication may be because of a partial
or a total malfunction of the Keyword 2000 serial data
circuit. The specified procedure determines the
particular condition.
Is the ENG(B1)(B2) (15A) fuse (F-8 & F-9) open? Go to Step 2 Go to Step 3
Replace the ENG(B1)(B2) (15A) fuse (F-8 & F-9).
If the fuse continues to open, repair the short to
ground on one of the circuits that is fed by the
2 ENG(B1)(B2) (15A) fuse (F-8 & F-9) or replace the —
shorted attached component fed by the
ENG(B1)(B2) (15A) fuse (F-8 & F-9).
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0100 65 ON Mass Air Flow • The ignition switch • The ECM detects • Sensor 5V reference
(7) (MAF) Sensor is ON. that the MAF circuit is short to battery
Circuit 5V sensor 5 volts or ignition voltage.
Reference High reference circuit • Sensor 5V reference
Voltage voltage is more circuit is short to the
than 5.2 volts for sensor ignition voltage
0.5 seconds. circuit.
• Faulty MAF sensor.
• Faulty ECM.
P0100 65 ON Mass Air Flow • The ignition switch • The ECM detects • Sensor 5V reference
(9) (MAF) Sensor is ON. that the MAF circuit is short to ground.
Voltage 5V sensor 5 volts • Sensor 5V reference
Reference reference circuit circuit is short to the low
Circuit Low voltage is less than reference circuit.
Voltage 4.6 volts for 0.5
• Faulty MAF sensor.
seconds.
• Faulty ECM.
P0100 65 ON Mass Air Flow • The ignition switch • The ECM • Sensor ignition voltage
(B) (MAF) Sensor is ON. calculated MAF is feed circuit is open
Circuit Low • The engine is lower than -18.6 circuit or high resistance.
Voltage running. kg/h for 5 seconds. • Sensor 5V reference
circuit is open circuit,
high resistance, short to
ground or short to the
low reference circuit.
• Sensor signal circuit is
open circuit, high
resistance, short to
ground or short to the
low reference circuit.
• Poor harness connector
connection.
• Faulty MAF sensor
installation.
• Faulty MAF sensor.
• Faulty ECM.
P0100 65 ON Mass Air Flow • The ignition switch • The ECM • Sensor signal circuit is
(C) (MAF) Sensor is ON. calculated MAF is short to any 5V
Circuit High • The engine is higher than 806 kg/ reference circuit, short to
Voltage running. h for 10 seconds. battery or ignition voltage
circuit.
• Sensor low reference
circuit is open circuit or
high resistance.
• Poor harness connector
connection.
• Faulty MAF sensor.
• Faulty ECM.
6E-44 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0110 23 ON Intake Air • The ignition switch • The ECM detects • Sensor signal circuit is
(1) Temperature is ON. that the IAT sensor open circuit, high
(IAT) Sensor signal voltage is resistance, short to any
Circuit High more than 4.7 volts 5V reference circuit,
Voltage for 3 seconds. short to battery or
ignition voltage.
• Sensor low reference
circuit is open circuit or
high resistance.
• Poor harness connector
connection.
• Faulty IAT sensor.
• Faulty ECM.
P0110 23 ON Intake Air • The ignition switch • The ECM detects • Sensor signal circuit is
(2) Temperature is ON. that the IAT sensor short to ground or short
(IAT) Sensor signal voltage is to the low reference
Circuit Low less than 0.3 volts circuit.
Voltage for 3 seconds. • Faulty IAT sensor.
• Faulty ECM.
P0115 14 ON Engine Coolant • The ignition switch • The ECM detects • Sensor signal circuit is
(1) Temperature is ON. that the ECT open circuit, high
(ECT) Sensor sensor signal resistance, short to any
Circuit High voltage is more 5V reference circuit,
Voltage than 4.7 volts for 3 short to battery or
seconds. ignition voltage.
• Sensor low reference
circuit is open circuit or
high resistance.
• Poor harness connector
connection.
• Faulty ECT sensor.
• Faulty ECM.
P0115 14 ON Engine Coolant • The ignition switch • The ECM detects • Sensor signal circuit is
(2) Temperature is ON. that the ECT short to ground or short
(ECT) Sensor sensor signal to the low reference
Circuit Low voltage is less than circuit.
Voltage 0.3 volts for 3 • Faulty ECT sensor.
seconds.
• Faulty ECM.
P0180 15 ON Fuel • The ignition switch • The PCU internal • Faulty PCU.
(B) Temperature is ON. FT sensor output is
Sensor Circuit lower than -40°C (-
40°F) for 3
seconds or higher
than 150°C
(302°F) for 3
seconds.
Engine Control System (4JH1) 6E-45
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0215 52 ON at Engine Shutoff • The ignition switch • After the condition • Faulty fuel injection
(A) next (ESO) Solenoid is OFF. for running the pump.
igni- Control Circuit • The engine speed DTC for 2 seconds,
tion is lower than 1500 the engine speed
cycle RPM. is higher than 200
RPM when the
• The vehicle speed
ESO solenoid
is lower than 1.5
valve is
km/h (1 MPH).
commanded
shutoff from the
PCU.
P0215 52 ON Engine Shutoff • The ignition switch • The PCU detects • ESO solenoid valve
(B) (ESO) Solenoid is ON. high voltage control circuit is short to
Control Circuit condition on the battery or ignition
ESO solenoid voltage.
valve control circuit • Faulty PCU.
for longer than 1
• Faulty ECM.
second when the
ECM does not
command shutoff.
P0215 52 ON Engine Shutoff • The ignition switch • The engine speed • ESO solenoid valve
(C) (ESO) Solenoid is OFF. is higher than 200 control circuit is open
Control Circuit • The engine speed RPM within 2 circuit, high resistance or
is lower than 1500 seconds after the short to ground.
RPM. condition for • Faulty PCU.
running the DTC
• The vehicle speed • Faulty ECM.
are met.
is lower than 1.5
km/h (1 MPH).
P0215 52 ON Engine Shutoff • The ignition switch • The ECM detects • Faulty ECM.
(D) (ESO) Solenoid is OFF. internal CAN
Control Circuit controller does not
Bus OFF mode.
P0216 54 ON Injection Timing • The engine speed • The PCU • Excessive air in the fuel
(A) Control Circuit is higher than 700 monitored actual system.
RPM. fuel injection timing • Loss fuel.
• The fuel injection is advanced more
• Fuel suction side
quantity is higher than desired by
looseness, kinks or
than 4 mg/strk. 3°CA for longer
blocked.
than 12 seconds or
retarded more than • Faulty or clogged fuel
desired by 6°CA filter.
for longer than 12 • Contaminated fuel.
seconds. • Faulty timing device.
• Faulty fuel injection
pump CMP sensor.
6E-46 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0216 54 ON Injection Timing • The engine speed • The PCU • Excessive air in the fuel
(B) Control Circuit is higher than 2014 monitored actual system.
RPM. fuel injection timing • Loss fuel.
is oscillated higher
• Fuel suction side
than desired by
looseness, kinks or
5.2°CA.
blocked.
• Faulty or clogged fuel
filter.
• Contaminated fuel.
• Faulty timing device.
• Faulty fuel injection
pump CMP sensor.
P0251 53 ON Injection Pump • The fuel injection • The PCU detects • Faulty fuel injection
(6) Fuel Metering pump CMP sensor that the fuel pump.
Control signal is injection solenoid • Faulty PCU.
generated. valve is operated
• The CAN when the desired
communication fuel injection
between the ECM quantity is
and PCU is commanded 0 mg/
normal. strk.
P0251 53 ON Injection Pump • The fuel injection • The PCU detects • Faulty CKP sensor
(7) Fuel Metering pump CMP sensor that the doubled signal.
Control signal is fuel injection pump • Faulty fuel injection
generated. speed is lower than pump CMP sensor
• The CKP sensor engine speed by signal.
signal is 800 RPM for
• Electrical interference.
generated. longer than 0.2
seconds. • Magnetic interference.
• The engine speed
• Faulty PCU.
is higher than 500
RPM.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty PCU.
(9) Fuel Metering is ON. internal fuel
Control injection pump
control maps are
not programmed
during self-test.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty PCU.
(A) Fuel Metering is ON. internal EEPROM
Control or A/D converter is
failed during self-
test.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty fuel injection
(B) Fuel Metering is ON. that the fuel pump.
Control injection solenoid • Faulty PCU.
valve drive circuit
is failed during self-
test.
P0251 53 ON Injection Pump • The ignition switch • The PCU detects • Faulty fuel injection
(D) Fuel Metering is ON. that the fuel pump.
Control injection solenoid • Faulty PCU.
valve drive circuit
voltage level is
abnormal during
self-test.
Engine Control System (4JH1) 6E-47
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0251 53 ON Injection Pump • The ignition switch • The ECM detects • CAN high circuit is open
(E) Fuel Metering is ON. communication circuit, high resistance,
Control message from the short to ground, short to
PCU is not battery or ignition
received for longer voltage.
than 1 second. • CAN low circuit is open
circuit, high resistance,
short to ground, short to
battery or ignition
voltage.
• Electrical interference.
• Magnetic interference.
• Faulty PCU.
• Faulty ECM.
P0335 43 ON Crankshaft • The ignition switch • The ECM detects • Sensor signal circuit is
(B) Position (CKP) is ON. extra or missing open circuit, high
Sensor Circuit • The engine speed CKP sensor resistance, short to
is higher than 665 signals while ground, short to battery
RPM. engine is running. or short to ignition
voltage.
• Sensor low reference
circuit is open circuit,
high resistance, short to
ground, short to battery
or short to ignition
voltage.
• Sensor shield ground is
open circuit, high
resistance, short to
ground, short to battery
or short to ignition
voltage.
• Faulty CKP sensor.
• Faulty ECM.
• Electrical interference.
• Magnetic interference.
• Faulty sensor
installation.
• Faulty flywheel
circumference.
6E-48 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0335 43 ON Crankshaft • DTC P0335 • The ECM detects • Sensor signal circuit is
(D) Position (CKP) (Symptom Code B) that the CKP open circuit, high
Sensor Circuit is not set. sensor signals are resistance, short to
• The ignition switch not generated ground, short to battery
is ON. when doubled fuel or short to ignition
injection pump voltage.
• The fuel injection
rotation speed is • Sensor low reference
pump CMP sensor
higher than 50 circuit is open circuit,
signal is
RPM. high resistance, short to
generated.
ground, short to battery
• The CAN
or short to ignition
communication
voltage.
between the ECM
and PCU is • Sensor shield ground is
normal. open circuit, high
resistance, short to
ground, short to battery
or short to ignition
voltage.
• Faulty CKP sensor.
• Faulty ECM.
• Electrical interference.
• Magnetic interference.
• Faulty sensor
installation.
• Faulty flywheel
circumference.
P0335 43 ON Crankshaft • The ignition switch • The ECM detects • Engine overrun.
(E) Position (CKP) is ON. that the engine • Faulty CKP sensor.
Sensor Circuit speed is higher
• Faulty ECM.
than 5700 RPM for
0.2 seconds. • Electrical interference.
• Magnetic interference.
• Faulty flywheel
circumference.
P0380 66 ON Glow Plug • The ignition switch • The ECM detects • Glow relay ignition
(4) Relay Control is ON. that the low voltage voltage feed circuit on
Circuit Low condition on the coil side is open circuit or
Voltage glow relay control high resistance.
circuit for longer • Glow relay control circuit
than 3 seconds is open circuit, high
when the relay is resistance or short to
commanded OFF. ground.
• Glow relay is poor
installation.
• Faulty glow relay.
• Faulty ECM.
P0380 66 ON Glow Plug • The ignition switch • The ECM detect • Glow relay control circuit
(8) Relay Control is ON. that the high is short to battery or
Circuit High voltage condition ignition voltage circuit.
Voltage on the glow relay • Faulty glow relay.
control circuit for
• Faulty ECM.
longer than 1
second when the
relay is
commanded ON.
Engine Control System (4JH1) 6E-49
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0381 67 ON Glow Plug • The ignition switch • The ECM detects • Meter (10A) fuse (F-16)
(4) Indicator Circuit is ON. that the low voltage open.
Low Voltage condition on the • Glow indicator lamp
glow indicator lamp ignition voltage feed
control circuit for circuit is open circuit or
longer than 3 high resistance.
seconds when the
• Glow indicator lamp
indicator lamp is
control circuit is open
commanded OFF.
circuit, high resistance or
short to ground.
• Poor harness connector
connection.
• Glow indicator lamp bulb
burned out.
• Faulty instrument panel
cluster (meter
assembly).
• Faulty ECM.
P0381 67 ON Glow Plug • The ignition switch • The ECM detects • Glow indicator lamp
(8) Indicator Circuit is ON. that the high control circuit is short to
High Voltage voltage condition battery or ignition voltage
on the glow circuit.
indicator lamp • Faulty instrument panel
control circuit for cluster (meter
longer than 1 assembly).
second when the
• Faulty ECM.
indicator lamp is
commanded ON.
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • MAF sensor circuits are
(3) Recirculation is ON. that the MAF high resistance.
(EGR) System • The engine is amount is 150 mg/ • MAF sensor signal circuit
Performance running. strk lower than the is short to IAT sensor
desired MAF for 60 signal circuit.
• The BARO is
seconds.
between 880 hPa • Intake air leakage.
and 1100 hPa. • Intake duct
• The IAT is between disconnected.
16°C (61°F) and • Intake system is
34°C (93°F). obstructed.
• The ECT is • Faulty turbocharger.
between 70°C
• Faulty exhaust system.
(158°F) and 100°C
(212°F). • Faulty EGR valve
vacuum control system.
• Faulty EGR valve.
• Faulty EGR solenoid
valve.
• Faulty EGR solenoid
valve vacuum hose
routing.
• Faulty MAF sensor.
6E-50 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • EGR solenoid valve
(4) Recirculation is ON. that the low voltage ignition voltage feed
(EGR) Solenoid condition on the circuit is open circuit or
Circuit Low EGR solenoid high resistance.
Voltage valve control circuit • EGR solenoid valve
for longer than 3 control circuit is open
seconds when the circuit, high resistance or
solenoid valve is short to ground.
commanded OFF.
• Poor harness connector
connection.
• Faulty EGR solenoid
valve.
• Faulty ECM.
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • MAF sensor low
(5) Recirculation is ON. that the MAF reference circuit is high
(EGR) System • The engine is amount is 150 mg/ resistance.
Performance running. strk higher than the • Faulty EGR valve
desired MAF for 60 vacuum control system.
• The BARO is
seconds.
between 880 hPa • Faulty EGR valve.
and 1100 hPa. • Faulty vacuum pump.
• The IAT is between • Faulty EGR solenoid
16°C (61°F) and valve.
34°C (93°F).
• Faulty EGR solenoid
• The ECT is valve vacuum hose
between 70°C routing.
(158°F) and 100°C
• Faulty MAF sensor.
(212°F).
• Faulty ECM.
P0400 32 ON Exhaust Gas • The ignition switch • The ECM detects • EGR solenoid valve
(8) Recirculation is ON. that the high control circuit is short to
(EGR) Solenoid voltage condition battery or ignition voltage
Circuit High on the EGR circuit.
Voltage solenoid valve • Faulty EGR solenoid
control circuit for valve.
longer than 3
• Faulty ECM.
seconds when the
solenoid valve is
commanded ON.
P0500 24 OFF Vehicle Speed • The ignition switch • The ECM detects • Vehicle speed too high.
(1) Sensor (VSS) is ON. that the vehicle • Electrical interference.
Circuit speed is higher
• Magnetic interference.
than 190 km/h (119
MPH) for 5 • Faulty VSS.
seconds. • Faulty ECM.
P0500 24 OFF Vehicle Speed • The ignition switch • The ECM detects • Electrical interference.
(A) Sensor (VSS) is ON. that the vehicle • Magnetic interference.
Circuit speed sensor
• Faulty VSS.
signal frequency is
too high for 0.6 • Faulty ECM.
seconds.
Engine Control System (4JH1) 6E-51
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0500 24 OFF Vehicle Speed • The ignition switch • The ECM detects • Meter (10A) fuse (F-16)
(B) Sensor (VSS) is ON. that the vehicle open.
Circuit • The engine speed speed is lower than • Sensor ignition voltage
is higher than 3600 1.5 km/h (1 MPH) circuit is open circuit or
RPM. for 60 seconds. high resistance.
• The fuel injection • Sensor signal circuit is
quantity is more open circuit, high
than 41 mg/strk. resistance, short to
ground, short to battery
or ignition voltage.
• Sensor low reference
circuit is open circuit or
high resistance.
• Poor harness connector
connection.
• Faulty instrument panel
cluster (meter
assembly).
• Faulty VSS.
• Faulty ECM.
P0560 35 OFF System Voltage — • The ECM detects • Incorrect “Jump
(1) that the battery Starting”.
voltage feed circuit • Faulty charging system.
voltage is more
• Faulty ECM.
than 20 volts.
P0560 35 OFF System Voltage — • The ECM detects • Faulty charging system.
(2) that the battery • Battery voltage feed
voltage feed circuit circuit is high resistance.
voltage is less than
• Faulty ECM.
7 volts.
P0560 35 OFF System Voltage — • The PCU battery • Incorrect “Jump
(A) voltage feed circuit Starting”.
voltage is less than • Faulty charging system.
4.5 volts or more
• Battery voltage feed or
than 27 volts.
ground circuit is high
resistance.
• Faulty PCU.
P0561 18 OFF Ignition Switch — • The ECM detects • ECM main relay control
(A) Circuit that the ignition circuit is short to ground.
voltage circuit is • Ignition voltage feed
changed ON to circuit is intermittently
OFF during open circuit or high
initialization. resistance.
• Faulty ignition switch.
P0561 18 OFF Ignition Switch — • The ECM detects • Faulty ECM.
(B) Circuit internal ignition
voltage feed circuit
is failed after
initialization.
P0602 – ON Control Module — • VIN in the ECM is • VIN is not programmed.
(25) Not not programmed.
Programmed
6E-52 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0606 28 ON Control Module — • The ECM detects • Faulty ECM.
(A) Internal that the internal
Performance CPU does not
react.
P0606 28 ON Control Module • The accelerator • The ECM detects • Faulty ECM.
(B) Internal pedal position is that the engine
Performance less than 1%. speed is higher
• The desired fuel than 2000 RPM.
injection quantity is
0 mg/strk.
P0645 46 ON Air Conditioning • The ignition switch • The ECM detects • A/C compressor relay
(4) (A/C) Clutch is ON. that the low voltage ignition voltage feed
Relay Control • The A/C condition on the A/ circuit on coil side is
Circuit Low compressor relay C compressor open circuit or high
Voltage is once relay control circuit resistance.
commanded ON. for longer than 3 • A/C compressor relay
seconds when the control circuit is open
relay is circuit, high resistance or
commanded OFF. short to ground.
• A/C compressor relay is
poor installation.
• Faulty A/C compressor
relay.
• Faulty ECM.
P0645 46 ON Air Conditioning • The ignition switch • The ECM detects • A/C compressor relay
(8) (A/C) Clutch is ON. that the high control circuit is short to
Relay Control • The A/C voltage condition battery or ignition voltage
Circuit High compressor relay on the A/C circuit.
Voltage is once compressor relay • Faulty A/C compressor
commanded ON. control circuit for relay.
longer than 3
• Faulty ECM.
seconds when the
relay is
commanded ON.
Engine Control System (4JH1) 6E-53
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0703 25 ON Brake Switch • The ignition switch • The ECM detects • Stop (15A) fuse (F-5)
(A) Circuit is ON. that the brake open.
• The engine speed pedal 1 switch is • Brake pedal 1 switch
is higher than 1500 ON (Applied) when battery voltage feed
RPM. the brake pedal 2 circuit is open circuit or
switch is OFF high resistance.
• The accelerator
(Released) for
pedal position is • Brake pedal 1 switch
longer than 30
more than 10%. signal circuit is open
seconds within the
• The vehicle speed circuit, high resistance,
enabling conditions
is higher than 15 short to battery or
ever since ignition
km/h (9 MPH). ignition voltage.
switch is ON.
• Brake pedal 2 switch
ignition voltage feed
circuit is open circuit or
high resistance.
• Brake pedal 2 switch
signal circuit is open
circuit, high resistance,
short to battery or
ignition voltage.
• Misadjusted brake pedal
switch.
• Brake pedal switch is
poor connection.
• Faulty brake pedal
switch.
• Faulty ECM.
P0703 25 ON Brake Switch • The ignition switch • The ECM detects • Stop (15A) fuse (F-5)
(B) Circuit is ON. that the brake open.
• The engine speed pedal 1 switch is • Brake pedal 1 switch
is higher than 1500 OFF (Released) battery voltage feed
RPM. when the brake circuit is open circuit or
pedal 2 switch is high resistance.
• The accelerator
ON (Applied) for
pedal position is • Brake pedal 1 switch
longer than 30
more than 10%. signal circuit is open
seconds.
• The vehicle speed circuit, high resistance,
is higher than 15 short to battery or
km/h (9MPH). ignition voltage.
• Brake pedal 2 switch
ignition voltage feed
circuit is open circuit or
high resistance.
• Brake pedal 2 switch
signal circuit is open
circuit, high resistance,
short to battery or
ignition voltage.
• Misadjusted brake pedal
switch.
• Brake pedal switch is
poor connection.
• Faulty brake pedal
switch.
• Faulty ECM.
6E-54 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P0704 57 ON Clutch Switch • The ignition switch • The ECM detects • Clutch pedal switch
(6) Input Circuit is ON. that the clutch ignition voltage feed
pedal switch signal circuit is open circuit or
does not change high resistance.
during the vehicle • Clutch pedal switch
speed changes signal circuit is open
between 5 km/h circuit, high resistance,
(3MPH) and 80 short to battery or
km/h (50MPH). ignition voltage.
• Misadjusted clutch pedal
switch.
• Clutch pedal switch is
poor connection.
• Faulty clutch pedal
switch.
• Faulty ECM.
P1105 86 ON Barometric • The ignition switch • The ECM detects • Faulty ECM.
(2) Pressure is ON. that the BARO
(BARO) Sensor sensor signal
Circuit High voltage is more
Voltage than 4.4 volts for 1
second.
P1105 86 ON Barometric • The ignition switch • The ECM detects • Faulty ECM.
(2) Pressure is ON. that the BARO
(BARO) Sensor sensor signal
Circuit Low voltage is less than
Voltage 1.5 volts for 1
second.
P1110 72 ON Intake Throttle • The ignition switch • The ECM detects • Intake throttle solenoid
(4) Solenoid Circuit is ON. that the low voltage valve ignition voltage
Low Voltage condition on the feed circuit is open
intake throttle circuit or high resistance.
solenoid valve • Intake throttle solenoid
control circuit for valve control circuit is
longer than 3 open circuit, high
seconds when the resistance or short to
solenoid valve is ground.
commanded OFF.
• Poor harness connector
connection.
• Faulty intake throttle
solenoid valve.
• Faulty ECM.
P1110 72 ON Intake Throttle • The ignition switch • The ECM detects • Intake throttle solenoid
(8) Solenoid Circuit is ON. that the high valve control circuit is
High Voltage voltage condition short to battery or
on the intake ignition voltage circuit.
throttle solenoid • Faulty intake throttle
valve control circuit solenoid valve.
for longer than 3
• Faulty ECM.
seconds when the
solenoid valve is
commanded ON.
Engine Control System (4JH1) 6E-55
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P1120 21 ON Accelerator • The ignition switch • The ECM detects • Sensor 5V reference
(1) Pedal Position is ON. that the APP circuit is short to battery
(APP) Sensor sensor signal or ignition voltage.
Circuit High voltage is more • Sensor 5V reference
Voltage than 4.9 volts for circuit is short to ground
0.5 seconds. or short to the low
reference circuit.
• Sensor signal circuit is
short to any 5V
reference circuit, short to
battery or ignition voltage
circuit.
• Sensor low reference
circuit is open circuit or
high resistance.
• Poor harness connector
connection.
• Faulty APP sensor.
• Faulty ECM.
P1120 21 ON Accelerator • The ignition switch • The ECM detects • Sensor 5V reference
(2) Pedal Position is ON. that the APP circuit is open circuit,
(APP) Sensor sensor signal high resistance, short to
Circuit Low voltage is less than ground or short to the
Voltage 0.3 volts for 0.5 low reference circuit.
seconds. • Sensor signal circuit is
open circuit, high
resistance, short to
ground or short to the
low reference circuit.
• Poor harness connector
connection.
• Faulty APP sensor.
• Faulty ECM.
P1120 21 ON Accelerator • The ignition switch • The ECM detects • Sensor 5V reference
(7) Pedal Position is ON. that the APP circuit is short to battery
(APP) Sensor sensor voltage or ignition voltage circuit.
Circuit 5V supply circuit is • Faulty ECM.
Reference High more than 5.2 volts
Voltage for 0.5 seconds.
P1120 21 ON Accelerator • The ignition switch • The ECM detects • Sensor 5V reference
(9) Pedal Position is ON. that the APP circuit is short to ground
(APP) Sensor sensor voltage or short to the low
Circuit 5V supply circuit is reference circuit.
Reference Low less than 4.6 volts • Faulty APP sensor.
Voltage for 0.5 seconds.
• Faulty ECM.
6E-56 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P1120 21 ON Accelerator • The ignition switch • The ECM detects • Brake pedal 1 switch
(D) Pedal Position is ON. APP sensor angle signal circuit is open
(APP) Sensor • The engine speed is stationary more circuit, high resistance,
Circuit is higher than 1700 than 18%, then short to battery or
Correlation RPM. brake pedal is ignition voltage.
depressed for • Accelerator pedal stuck.
• The vehicle speed
longer than 2
is higher than 1.5 • Intake throttle valve
seconds.
km/h (1MPH). stuck.
• Intake throttle valve
control cable damaged,
stuck or no free play.
• Misadjusted APP sensor.
• Faulty APP sensor.
• Misadjusted brake pedal
switch.
• Faulty brake pedal
switch.
• Faulty ECM.
P1120 21 ON Accelerator • The ignition switch • The ECM detects • APP sensor low
(E) Pedal Position is ON. APP sensor angle reference circuit is high
(APP) Sensor is more than 18%, resistance.
Circuit then idle switch is • Idle switch signal circuit
Correlation ON for longer than is short to ground.
0.6 seconds.
• Poor harness connector
connection.
• Faulty APP sensor.
• Faulty idle switch.
• Faulty ECM.
P1173 22 OFF Limitation of • The ignition switch • The ECM detects • Engine overheat.
(3) Injection is ON. an excessive high • Faulty engine cooling
Quantity coolant system.
temperature for
• Faulty ECT sensor.
longer than 30
seconds.
P1173 22 OFF Limitation of • The ignition switch • The ECM detects • Faulty PCU.
(7) Injection is ON. an excessive high
Quantity FT for longer than
30 seconds.
P1173 22 OFF Limitation of • The ignition switch • The ECM detects • Faulty PCU.
(A) Injection is ON. an excessive low
Quantity FT for longer than
30 seconds.
P1335 43 ON Crankshaft • The ignition switch • The PCU detects • CKP sensor signal
(A) Position (CKP) is ON. CKP sensor signal output circuit is open
Sensor Circuit from the ECM is circuit, high resistance,
faulty. short to ground, short to
battery or ignition
voltage.
• Poor harness connector
connection.
• Faulty PCU.
• Faulty ECM.
Engine Control System (4JH1) 6E-57
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P1345 41 ON Crankshaft — • The PCU received • Faulty fuel injection
(A) Position (CKP) faulty fuel injection pump.
– Camshaft pump CMP sensor • Faulty PCU.
Position (CMP) signal for 1
Correlation second.
P1520 47 ON Park/Neutral • The ignition switch • The ECM detects • Neutral switch signal
(A) Position Switch is ON. that the neutral circuit is short to battery
Circuit • The engine speed switch signal is or ignition voltage.
is higher than 1500 continuously ON • Faulty neutral switch.
RPM. (neutral) during
• Faulty ECM.
three consecutive
• The vehicle speed
driving cycles.
is higher than 64
km/h (40MPH).
• The clutch pedal is
released.
P1520 47 ON Park/Neutral • The ignition switch • The ECM detects • Neutral switch ignition
(B) Position Switch is ON. that the neutral voltage feed circuit is
Circuit • The engine speed switch signal is open circuit or high
is higher than 665 continuously OFF resistance.
RPM. (other than neutral) • Neutral switch signal
during three circuit is open circuit or
• The vehicle speed
consecutive driving high resistance.
is lower than 2 km/
cycles.
h (3MPH). • Poor harness connector
• The clutch pedal is connection.
released after once • Faulty neutral switch.
depressed. • Faulty ECM.
P1576 71 ON Exhaust Brake • The ignition switch • The ECM detects • Exhaust brake solenoid
(4) Solenoid Circuit is ON. that the low voltage valve ignition voltage
Low Voltage condition on the feed circuit is open
exhaust brake circuit or high resistance.
solenoid valve • Exhaust brake solenoid
control circuit for valve control circuit is
longer than 3 open circuit, high
seconds when the resistance or short to
solenoid valve is ground.
commanded OFF.
• Poor harness connector
connection.
• Faulty exhaust brake
solenoid valve.
• Faulty ECM.
P1576 71 ON Exhaust Brake • The ignition switch • The ECM detects • Exhaust brake solenoid
(8) Solenoid Circuit is ON. that the high valve control circuit is
High Voltage voltage condition short to battery or
on the exhaust ignition voltage circuit.
brake solenoid • Faulty exhaust brake
valve control circuit solenoid valve.
for longer than 3
• Faulty ECM.
seconds when the
solenoid valve is
commanded ON.
P1605 55 ON Control Module — • The ECM detects • Faulty ECM.
(C) Internal internal seed or
Performance key file in
EEPROM data is
destroyed.
6E-58 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P1605 55 ON Control Module — • The ECM detects • Faulty ECM.
(D) Internal reading or writing
Performance from the EEPROM
data is failed
during initialization.
P1605 55 ON Control Module — • The ECM detects • Faulty ECM.
(E) Internal total sum of
Performance EEPROM data is
not equal to
registered value
during initialization.
P1625 76 OFF ECM Main — • The ECM detects • ECM main relay control
(A) Relay Circuit that the ECM main circuit is intermittently
relay is turned OFF open circuit or high
before resistance.
commanded • ECM battery voltage
turned OFF. feed circuit is
intermittently open or
high resistance.
• Faulty ECM main relay.
P1625 76 OFF ECM Main • The ignition switch • The ECM detects • ECM main relay control
(B) Relay Circuit is OFF. that the ECM main circuit is short to ground.
relay is turned ON • ECM battery voltage
for longer than 2 circuit is short to battery.
seconds.
• Faulty ECM main relay.
• Faulty ECM.
P1630 51 ON Injection Pump — • The ECM detects • Faulty fuel injection
(A) Fuel Metering that the PCU pump.
Control monitored fuel • Faulty PCU.
injection solenoid
valve control
current is too high.
P1630 51 ON Injection Pump — • The ECM detects • Faulty fuel injection
(B) Fuel Metering that the PCU pump.
Control continuously flow • Faulty PCU.
the control current
to the fuel injection
solenoid valve.
P1650 44 ON CAN Device — • The ECM detects • CAN high circuit is open
(A) Offline that the PCU circuit, high resistance,
receives from the short to ground, short to
CAN controller battery or ignition
reset or Bus voltage.
Offline. • CAN low circuit is open
circuit, high resistance,
short to ground, short to
battery or ignition
voltage.
• Electrical interference.
• Magnetic interference.
• Faulty PCU.
• Faulty ECM.
Engine Control System (4JH1) 6E-59
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P1650 44 ON CAN Device — • The ECM detects • Faulty ECM.
(B) Hang-up internal CAN
controller does not
react.
P1651 45 ON CAN — • The ECM detects • CAN high circuit is open
(A) Malfunction that the PCU does circuit, high resistance,
not receive the short to ground, short to
CAN messages battery or ignition
from the ECM. voltage.
• CAN low circuit is open
circuit, high resistance,
short to ground, short to
battery or ignition
voltage.
• Electrical interference.
• Magnetic interference.
• Faulty PCU.
• Faulty ECM.
P1651 45 ON CAN — • The ECM does not • CAN high circuit is open
(B) Malfunction receive the CAN circuit, high resistance,
messages from the short to ground, short to
PCU. battery or ignition
voltage.
• CAN low circuit is open
circuit, high resistance,
short to ground, short to
battery or ignition
voltage.
• Electrical interference.
• Magnetic interference.
• Faulty PCU.
• Faulty ECM.
P1690 77 OFF Malfunction • The ignition switch • The ECM detects a • Meter (10A) fuse (F-16)
(4) Indicator Lamp is ON. low voltage open.
(MIL) Control condition on the • MIL ignition voltage feed
Circuit Low MIL control circuit circuit is open circuit or
Voltage for longer than 3 high resistance.
seconds when the
• MIL control circuit is
MIL is commanded
open circuit, high
OFF.
resistance or short to
ground.
• Poor harness connector
connection.
• MIL bulb burned out.
• Faulty instrument panel
cluster (meter
assembly).
• Faulty ECM.
6E-60 Engine Control System (4JH1)
DTC
Flash MIL DTC Name on Condition for Running Condition for Setting
(Symptom Possible Cause
Code Status Tech 2 the DTC the DTC
Code)
P1690 77 OFF Malfunction • The ignition switch • The ECM detects a • MIL control circuit is
(8) Indicator Lamp is ON. high voltage short to battery or
(MIL) Circuit condition on the ignition voltage circuit.
High Voltage MIL control circuit • Faulty instrument panel
for longer than 1 cluster (meter
second when the assembly).
MIL is commanded
• Faulty ECM.
ON.
Engine Control System (4JH1) 6E-61
P0100 (Symptom Code 7) (Flash Code 65)
Circuit Description • The ECM uses a MAF substitution of 1600 mg/strk
The mass air flow (MAF) sensor is an air flow meter for engine control.
that measures the amount of air that enters the engine. • The ECM uses an EGR solenoid valve control
It is fitted between the air cleaner and turbocharger. A substitution of 10%.
small quantity of air that enters the engine indicates
deceleration or idle speed. A large quantity of air that Condition for Clearing the MIL/DTC
enters the engine indicates acceleration or a high load • The ECM turns OFF the MIL when the diagnostic
condition. The MAF sensor has the following circuits. runs and does not fail.
• Ignition voltage circuit • A history DTC clears after 40 consecutive driving
• 5 volts reference circuit cycles without a fault. Or clear with the Tech 2.
• Low reference circuit
Diagnostic Aids
• MAF sensor signal circuit
The engine control module (ECM) provides 5 volts • If an intermittent condition is suspected, refer to
reference voltage through the reference circuit to the Intermittent Conditions in this section.
MAF sensor. The ECM monitors the voltage on the 5
volts reference circuit. If the ECM detects an Notice:
excessively high MAF sensor 5 volts reference voltage, • The MAF Sensor parameter on the Tech 2 will only
this DTC will set. update with engine running.
• The ECM illuminates the malfunction indicator DTC P0100 (Symptom Code B) (Flash Code 65)
lamp (MIL) when the diagnostic runs and fails.
Schematic Reference: Engine Controls Schematics
• The ECM uses a MAF substitution of 1600 mg/strk Connector End View Reference: Engine Controls
for engine control. Connector End Views or Engine Control Module (ECM)
• The ECM uses an EGR solenoid valve control Connector End Views
substitution of 10%.
Is the DMM voltage more than the specified value? Go to Step 5 Go to Step 8
1. Turn OFF the ignition.
2. Connect a 3-amp fused jumper wire between
the 5 volts reference circuit and the signal
circuit of the MAF sensor harness (pins 4 and
5 of J-182 connector).
5 3. Turn ON the ignition, with the engine OFF. —
DO NOT start the engine.
4. Monitor the DTC Information with the Tech 2.
Is the DMM voltage more than the specified value? Go to Step 4 Go to Step 5
6E-72 Engine Control System (4JH1)
Is the IAT parameter less than the specified value? Go to Step 5 Go to Step 4
Engine Control System (4JH1) 6E-75
Is the DMM voltage more than the specified value? Go to Step 4 Go to Step 5
Engine Control System (4JH1) 6E-77
Does the DTC fail this ignition before the engine Go to Diagnostic
control module (ECM) turns OFF? Go to Step 3 Aids
Engine Control System (4JH1) 6E-87
Is the DMM voltage more than the specified value? Go to Step 7 Go to Step 6
1. Test the ESO solenoid valve control signal
circuit between the ECM (pin 105 of B-233
connector) and the PCU (pin 5 of E-110
5 connector) for a short to ground. —
2. Repair the circuit(s) as necessary.
Is the DMM voltage more than the specified value? Go to Step 16 Go to Step 17
Engine Control System (4JH1) 6E-105
• The ignition switch is ON. The number below refers to the step number on the
diagnostic table.
Condition for Setting the DTC 3. If the control circuit of the glow indicator lamp
between the ECM and the IPC is normal, the control
• The ECM detects that the high voltage condition circuit voltage low DTC P0381 (Symptom Code 4) will
on the glow indicator lamp control circuit for longer set.
than 1 second when the lamp is commanded ON.
DTC P0381 (Symptom Code 8) (Flash Code 67)
Action Taken When the DTC Sets
Schematic Reference: Engine Controls Schematics
• The ECM illuminates the malfunction indicator Connector End View Reference: Engine Controls
lamp (MIL) when the diagnostic runs and fails. Connector End Views or Engine Control Module (ECM)
Connector End Views
Condition for Setting the DTC DTC P0400 (Symptom Code 4) (Flash Code 32)
• The ECM detects that the low voltage condition on Schematic Reference: Engine Controls Schematics
the EGR solenoid valve control circuit for longer Connector End View Reference: Engine Controls
than 3 seconds when the solenoid valve is Connector End Views or Engine Control Module (ECM)
commanded OFF. Connector End Views
DTC P0602
Condition for Setting the DTC DTC P0645 (Symptom Code 4) (Flash Code 46)
• The ECM detects a low voltage condition on the A/ Schematic Reference: Engine Controls Schematics
C compressor relay control circuit for longer than 3 Connector End View Reference: Engine Controls
seconds when the relay is commanded OFF. Connector End Views or Engine Control Module (ECM)
Connector End Views
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator
lamp (MIL) when the diagnostic runs and fails.
Condition for Setting the DTC DTC P0645 (Symptom Code 8) (Flash Code 46)
• The ECM detects a high voltage condition on the Schematic Reference: Engine Controls Schematics
A/C compressor relay control circuit for longer than Connector End View Reference: Engine Controls
3 seconds when the relay is commanded ON. Connector End Views or Engine Control Module (ECM)
Connector End Views
Action Taken When the DTC Sets
• The ECM illuminates the malfunction indicator
lamp (MIL) when the diagnostic runs and fails.
Condition for Running the DTC DTC P1120 (Symptom Code 1) (Flash Code 21)
• The ignition switch is ON. Schematic Reference: Engine Controls Schematics
Connector End View Reference: Engine Controls
Connector End Views or Engine Control Module (ECM)
Connector End Views
Is the DMM voltage more than the specified value? Go to Step 6 Go to Step 9
Is the DMM voltage less than the specified value at
6 5.3 volts
step 5? Go to Step 7 Go to Step 10
Important:
The APP sensor may be damaged if the sensor
signal circuit is shorted to a voltage source.
1. Test the signal circuit between the engine
control module (ECM) (pin 38 of E-234
connector) and the APP sensor (pin 2 of B- 80
7 —
connector) for the following conditions:
• A short to battery or ignition voltage
• A short to any 5 volts reference
2. Repair the circuit(s) as necessary.
Is the DMM voltage more than the specified value? Go to Step 4 Go to Step 5
6E-170 Engine Control System (4JH1)
Condition for Setting the DTC DTC P1120 (Symptom Code 9) (Flash Code 21)
• The ECM detects that the APP sensor voltage Schematic Reference: Engine Controls Schematics
supply circuit is less than 4.6 volts for 0.5 seconds. Connector End View Reference: Engine Controls
Connector End Views or Engine Control Module (ECM)
Action Taken When the DTC Sets Connector End Views
• The ECM illuminates the malfunction indicator
lamp (MIL) when the diagnostic runs and fails.
Condition for Running the DTC Condition for Clearing the DTC
• The ignition switch is ON. • A history DTC clears after 40 consecutive driving
cycles without a fault. Or clear with the Tech 2.
Condition for Setting the DTC
• The ECM detects an excessive high FT for longer Diagnostic Aids
than 30 seconds. (Symptom Code 7) • If an intermittent condition is suspected, refer to
• The ECM detects an excessive low FT for longer Intermittent Conditions in this section.
than 30 seconds. (Symptom Code A)
Notice:
• FT sensor is internal to the PCU and it is part of the
fuel injection pump assembly.
Action Taken When the DTC Sets DTC P1625 (Symptom Code B) (Flash Code 76)
• The ECM does not illuminate the malfunction Schematic Reference: Engine Controls Schematics
indicator lamp (MIL) when the diagnostic runs and Connector End View Reference: Engine Controls
fails. Connector End Views or Engine Control Module (ECM)
Connector End Views
Does the DTC with the ignition switch OFF? Go to Step 3 Go to Step 10
Observe the DTC Information with the Tech 2. Go to Diagnostic
10 — Trouble Code (DTC)
Are there any DTCs that you have not diagnosed? List System OK
6E-204 Engine Control System (4JH1)
P1630 (Symptom Code A, B) (Flash Code 51)
Circuit Description Condition for Setting the DTC
The engine control module (ECM) calculates the • The ECM detects that the PCU monitored fuel
desired fuel injection quantity and timing using data injection solenoid valve control current is too high.
sent from various sensors. These desired data are (Symptom Code A)
sent to the fuel injection pump control unit (PCU) via a • The ECM detects that the PCU continuously flow
controller area network (CAN) communication bus. the control current to the fuel injection solenoid
The PCU also receives signals from the internal inputs: valve. (Symptom Code B)
pump camshaft position (CMP) sensor that is located
inside the fuel injection pump to determine the cam ring Action Taken When the DTC Sets
rotation angle and the fuel injection pump speed. The
• The ECM illuminates the malfunction indicator
fuel temperature (FT) sensor is internal the PCU.
lamp (MIL) when the diagnostic runs and fails.
These values are used to compare the desired values
sent from the ECM then PCU determines the injection • The ECM limits fuel injection quantity. (Symptom
timer piston position and fuel injection quantity, and Code A)
actuates timing control valve (TCV) & fuel injection • The ECM cuts fuel injection. (Symptom Code B)
solenoid valve based on control maps in the PCU.
The fuel injection solenoid valve is installed to the fuel Condition for Clearing the MIL/DTC
injection pump rear side. The fuel injection event is • The ECM turns OFF the MIL when the diagnostic
determined by this solenoid ON/OFF command. The runs and does not fail.
fuel injection solenoid valve cuts the fuel when the
engine shutoff (ESO) solenoid valve is commanded • A history DTC clears after 40 consecutive driving
shutoff from the PCU. (The fuel injection solenoid cycles without a fault. Or clear with the Tech 2.
valve and engine shutoff (ESO) solenoid valve is same
part. It calls ESO solenoid valve when fuel is shutoff.) Diagnostic Aids
When the ignition switch is turned OFF or commanded • If an intermittent condition is suspected, refer to
from fail-safe action, the ESO solenoid valve is Intermittent Conditions in this section.
commanded shutoff to stop the engine running. If the
ECM detects that the fuel injection solenoid valve Notice:
control current problem, this DTC will set. • Fuel injection solenoid valve is internal to the fuel
injection pump assembly.
• PCU is part of the fuel injection pump assembly.
Intermittent Conditions
Checks Action
DEFINITION: The problem is not currently present but is indicated in DTC History.
OR
There is a customer complaint, but the symptom cannot currently be duplicated, if the problem is not DTC related.
Preliminary Checks • Refer to Symptoms – Engine Controls before starting.
Harness/Connector Many intermittent open or shorted circuits are affected by harness/connector
movement that is caused by vibration, engine torque, bumps/rough pavement, etc.
Test for this type of condition by performing the applicable procedure from the following
list:
• Move related connectors and wiring while monitoring the appropriate Tech 2 data.
• Move related connectors and wiring with the component commanded ON, and
OFF, with the Tech 2. Observe the component operation.
• With the engine running, move related connectors and wiring while monitoring
engine operation.
If harness or connector movement affects the data displayed, component/system
operation, or engine operation, inspect and repair the harness/connections as
necessary.
Refer to Electrical Connections or Wiring.
Electrical Connections or Wiring Poor electrical connections, terminal tension or wiring problems cause most
intermittent. To perform the following inspections:
• Inspect for poor mating of the connector halves, or terminals improperly seated in
the connector body.
• Inspect for improperly formed or damaged terminals. Test for poor terminal tension.
• Inspect for poor terminal to wire connections including terminals crimped over
insulation. This requires removing the terminal from the connector body.
• Inspect for corrosion/water intrusion. Pierced or damaged insulation can allow
moisture to enter the wiring. The conductor can corrode inside the insulation, with
little visible evidence. Look for swollen and stiff sections of wire in the suspect
circuits.
• Inspect for wires that are broken inside the insulation.
• Inspect the harness for pinched, cut or rubbed through wiring.
• Ensure that the wiring does not come in contact with hot exhaust components.
Control Module Power and Grounds Poor power or ground connections can cause widely varying symptoms.
Component Power and Grounds • Test all control module power supply circuits. Many vehicles have multiple circuits
supplying power to the control module. Other components in the system may have
separate power supply circuits that may also need to be tested. Inspect
connections at the module/component connectors, fuses, and any intermediate
connections between the power source and the module/component. A test lamp or
a DMM may indicate that voltage is present, but neither tests the ability of the circuit
to carry sufficient current. Ensure that the circuit can carry the current necessary to
operate the component.
• Test all control module ground and system ground circuits. The control module
may have multiple ground circuits. Other components in the system may have
separate grounds that may also need to be tested. Inspect grounds for clean and
tight connections at the grounding point. Inspect the connections at the component
and in splice packs, where applicable. Ensure that the circuit can carry the current
necessary to operate the component.
Engine Control System (4JH1) 6E-223
Checks Action
Temperature Sensitivity • An intermittent condition may occur when a component/connection reaches normal
operating temperature. The condition may occur only when the component/
connection is cold, or only when the component/connection is hot.
• If the intermittent is related to heat, review the data for a relationship with the
following:
- High ambient temperatures
- Underhood/engine generated heat
- Circuit generated heat due to a poor connection, or high electrical load
- Higher than normal load conditions, towing, etc.
• If the intermittent is related to cold, review the data for the following:
- Low ambient temperatures – In extremely low temperatures, ice may form in a
connection or component. Test for water intrusion.
- The condition only occurs on a cold start.
- The condition goes away when the vehicle warms up.
• Information from the customer may help to determine if the trouble follows a pattern
that is temperature related.
Electromagnetic Interference (EMI) Some electrical components/circuits are sensitive to EMI or other types of electrical
and Electrical Noise noise. Inspect for the following conditions:
• A misrouted harness that is too close to high voltage/high current devices such as
injection components, motors, generator etc. These components may induce
electrical noise on a circuit that could interfere with normal circuit operation.
• Electrical system interference caused by a malfunctioning relay, or the engine
control module (ECM) driven solenoid or switch. These conditions can cause a
sharp electrical surge. Normally, the problem will occur when the malfunctioning
component is operating.
• Improper installation of non-factory or aftermarket add on accessories such as
lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell
phones, etc. These accessories may lead to an emission related failure while in
use, but do not fail when the accessories are not in use.
• Test for an open diode across the A/C compressor clutch and for other open
diodes. Some relays may contain a clamping diode.
• Test the generator for a bad rectifier bridge that may be allowing AC noise into the
electrical system.
Incorrect ECM Programming • There are only a few situations where reprogramming a ECM is appropriate:
Important:
DO NOT reprogram the ECM with the SAME software/calibration files that are already
present in the ECM. This is not an effective repair for any type of driveability problem.
- A ECM from another vehicle is installed.
- Revised software/calibration files have been released for this vehicle.
• Verify that the ECM contains the correct software/calibration. If incorrect
programming is found, reprogram the ECM with the most current software/
calibration.
Duplicating Failure Conditions • If none of the previous tests are successful, attempt to duplicate and/or capture the
failure conditions.
• An alternate method is to drive the vehicle with the DMM connected to a suspected
circuit. An abnormal reading on the DMM when the problem occurs, may help you
locate the problem.
Tech 2 Snapshot The Tech 2 can be set up to take a Snapshot of the parameters available via serial
data. The Snapshot function records live data over a period of time. The recorded
data can be played back and analyzed. The Tech 2 can also graph parameters singly
or in combinations of parameters for comparison. The Snapshot can be triggered
manually at the time the symptom is noticed, or set up in advance to trigger when a
DTC sets.
An abnormal value captured in the recorded data may point to a system or component
that needs to be investigated further. Refer to the Tech 2 user instructions for more
information on the Snapshot function.
6E-224 Engine Control System (4JH1)
Hard Start
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start but
immediately dies.
Preliminary Checks • Diagnostic System Check – Engine Controls.
• Ensure the driver is using the correct starting procedure.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Inspect that the harness connectors are correctly connected.
• Inspect the fuel type and quality.
• Inspect the Tech 2 Data List in this section.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
circumference is not damaged.
Engine Control System (4JH1) 6E-225
Checks Action
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or fuel leakage into the engine oil.
• Inspect the fuel lines between the fuel tank and fuel injection pump for tightness
and all fuel hoses for cuts, cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel injection pump is under a slight
vacuum with the engine running. As a result, air can enter the fuel system if these
connections are not tight. Air in the fuel system will cause fuel injection pump internal
pressure fluctuations especially at high engine speed and load.
• Inspect for air in the fuel system.
Notice:
If many air bubbles appear in the fuel, check the fuel system line connections between
the fuel tank and the fuel injection pump for tightness and all fuel hoses for cuts, cracks
and for the use of proper clamps.
a. Remove the fuel hose that connects to the fuel injection pump suction side.
b. Substitute a clear hose.
Notice:
A hose must be cleaned.
c. Connect the clear hose to the fuel injection pump.
d. Bleed the fuel system.
e. Let the engine run at idle for at least 2 minutes.
f. Accelerator the engine between idle and W.O.T. (accelerator pedal full travel)
many times while observing the clear hose.
• Inspect the fuel tank vent hose for a plugged or kinked.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition. Draw fuel from the fuel tank at the
fuel line (as close to the fuel tank as possible) going to the fuel pickup tube to verify
a clean stream of fuel comes out (use the hand-held vacuum pump 5-8840-0279-0/
J-23738-A with a clear hose or equivalent). This will ensure the fuel pickup tube is
not cracked drawing air into the fuel line.
• Inspect the fuel injection pump operation.
Notice:
The fuel injection pump must be timed to the engine.
• Inspect the eye bolt for any type of restriction or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition that causes contaminated fuel,
such as the customer is using an aftermarket fuel filter or extended maintenance
interval. Also inspect fuel waxing or icing that is caused by an incorrect fuel type used
in winter season or water intrusion in the fuel system.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect for a restriction in the catalytic converter or exhaust pipes.
6E-226 Engine Control System (4JH1)
Checks Action
Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Improper mechanical timing (timing gear)
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
Electrical System Checks Inspect the engine electrical for the following conditions. Refer to the Engine Electrical
section.
• Inspect the glow plug control (preheating) system operation.
• Inspect for slow cranking speed.
• Inspect for weakened batteries.
Checks Action
DEFINITION: Engine runs unevenly at idle. If severe, the engine or vehicle may shake. Engine idle speed may vary in RPM.
Either condition may be severe enough to stall the engine.
Preliminary Checks • Diagnostic System Check – Engine Controls.
• Remove the air cleaner and check for dirt, or for air ducts being plugged or
restricted. Replace as necessary.
• Inspect the Engine Control Module (ECM) and fuel injection pump control unit
(PCU) grounds for being clean, tight, and in their proper locations.
• Inspect that the harness connectors are correctly connected.
• Inspect the fuel type and quality.
• Inspect the Tech 2 Data List in this section.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Use the Tech 2 to compare the MAF Sensor parameter with the Desired MAF
parameter. Start the engine and warm up (allow engine coolant temperature to
reach at least 60°C [140°F]). The MAF Sensor parameter must follow the Desired
MAF parameter within 100mg/strk. If not, inspect the air intake system, EGR
system components and contaminated, skewed or slow MAF sensor.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
circumference is not damaged.
Engine Control System (4JH1) 6E-227
Checks Action
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or fuel leakage into the engine oil.
• Inspect the fuel lines between the fuel tank and fuel injection pump for tightness
and all fuel hoses for cuts, cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel injection pump is under a slight
vacuum with the engine running. As a result, air can enter the fuel system if these
connections are not tight. Air in the fuel system will cause fuel injection pump internal
pressure fluctuations especially at high engine speed and load.
• Inspect for air in the fuel system.
Notice:
If many air bubbles appear in the fuel, check the fuel system line connections between
the fuel tank and the fuel injection pump for tightness and all fuel hoses for cuts, cracks
and for the use of proper clamps.
a. Remove the fuel hose that connects to the fuel injection pump suction side.
b. Substitute a clear hose.
Notice:
A hose must be cleaned.
c. Connect the clear hose to the fuel injection pump.
d. Bleed the fuel system.
e. Let the engine run at idle for at least 2 minutes.
f. Accelerator the engine between idle and W.O.T. (accelerator pedal full travel)
many times while observing the clear hose.
• Inspect the fuel tank vent hose for a plugged or kinked.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition. Draw fuel from the fuel tank at the
fuel line (as close to the fuel tank as possible) going to the fuel pickup tube to verify
a clean stream of fuel comes out (use the hand-held vacuum pump 5-8840-0279-0/
J-23738-A with a clear hose or equivalent). This will ensure the fuel pickup tube is
not cracked drawing air into the fuel line.
• Inspect the fuel injection pump operation.
Notice:
The fuel injection pump must be timed to the engine.
• Inspect the eye bolt for any type of restriction or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition that causes contaminated fuel,
such as the customer is using an aftermarket fuel filter or extended maintenance
interval. Also inspect fuel waxing or icing that is caused by an incorrect fuel type used
in winter season or water intrusion in the fuel system.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at MAF sensor.
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect for a restriction in the catalytic converter or exhaust pipes.
6E-228 Engine Control System (4JH1)
Checks Action
Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Improper mechanical timing
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
• Inspect for incorrect basic engine parts.
Additional Checks • Electromagnetic interference (EMI) on the reference circuit can cause an engine
miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed.
A sudden increase in speed with little change in actual engine speed change
indicates that EMI is present. If a problem exists, check routing of high voltage
components, such as fuel injection solenoid valve wiring, near the sensor circuits.
• Inspect for faulty engine mounts.
• Inspect faulty crank pulley.
• Inspect faulty generator & A/C compressor.
• Inspect the generator output voltage. Repair if less than 9 volts or more than 16
volts.
• Inspect the EGR system operating correctly.
• Inspect the A/C operation.
Checks Action
DEFINITION: A constant jerking that follows the engine speed, usually more pronounced as the engine load increase. The
exhaust has a steady spitting sound at idle, low speed, or hard acceleration for the fuel starvation that can cause the engine to
cut-out.
Preliminary Check • Diagnostic System Check — Engine Controls.
• Inspect that the harness connectors are correctly connected.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Inspect the Tech 2 Data List in this section.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal
Position indicating angle parameter should change linearly from 0% to 100%
according to the accelerator pedal operation.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
circumference is not damaged.
Engine Control System (4JH1) 6E-229
Checks Action
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or fuel leakage into the engine oil.
• Inspect the fuel lines between the fuel tank and fuel injection pump for tightness
and all fuel hoses for cuts, cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel injection pump is under a slight
vacuum with the engine running. As a result, air can enter the fuel system if these
connections are not tight. Air in the fuel system will cause fuel injection pump internal
pressure fluctuations especially at high engine speed and load.
• Inspect for air in the fuel system.
Notice:
If many air bubbles appear in the fuel, check the fuel system line connections between
the fuel tank and the fuel injection pump for tightness and all fuel hoses for cuts, cracks
and for the use of proper clamps.
a. Remove the fuel hose that connects to the fuel injection pump suction side.
b. Substitute a clear hose.
Notice:
A hose must be cleaned.
c. Connect the clear hose to the fuel injection pump.
d. Bleed the fuel system.
e. Let the engine run at idle for at least 2 minutes.
f. Accelerator the engine between idle and W.O.T. (accelerator pedal full travel)
many times while observing the clear hose.
• Inspect the fuel tank vent hose for a plugged or kinked.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition. Draw fuel from the fuel tank at the
fuel line (as close to the fuel tank as possible) going to the fuel pickup tube to verify
a clean stream of fuel comes out (use the hand-held vacuum pump 5-8840-0279-0/
J-23738-A with a clear hose or equivalent). This will ensure the fuel pickup tube is
not cracked drawing air into the fuel line.
• Inspect the fuel injection pump operation.
Notice:
The fuel injection pump must be timed to the engine.
• Inspect the eye bolt for any type of restriction or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition that causes contaminated fuel,
such as the customer is using an aftermarket fuel filter or extended maintenance
interval. Also inspect fuel waxing or icing that is caused by an incorrect fuel type used
in winter season or water intrusion in the fuel system.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at mass air flow (MAF) sensor.
Additional Checks • Inspect the generator output voltage. Repair if less than 9 volts or more than 16
volts.
• Electromagnetic interference (EMI) on the reference circuit can cause an engine
miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed.
A sudden increase in speed with little change in actual engine speed change
indicates that EMI is present. If a problem exists, check routing of high voltage
components, such as fuel injection solenoid wiring, near the sensor circuits.
6E-230 Engine Control System (4JH1)
Surges/Chuggles
Checks Action
DIFINITION: The engine has a power variation under a steady throttle or cruise. The vehicle seems to speed up and slow down
with no change in the accelerator pedal.
Preliminary Checks • Diagnostic System Check — Engine Controls.
• Ensure the driver understands the A/C compressor operation.
• Use the Tech 2 in order to make sure the Vehicle Speed parameter reading
matches the vehicle speedometer.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Inspect that the harness connectors are correctly connected.
• Inspect the fuel type and quality.
• Inspect the Tech 2 Data List in this section.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Mass Air Flow (MAF) Sensor parameter with the
Desired MAF parameter. Start the engine and warm up (allow engine coolant
temperature to reach at least 60°C [140°F]). The MAF Sensor parameter must
follow the Desired MAF parameter within 100mg/strk. If not, inspect the air intake
system, EGR system components and contaminated, skewed or slow MAF sensor.
• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal
Position parameter should change linearly from 0% to 100% according to the
accelerator pedal operation. Also inspect the Accelerator Pedal Position indicating
angle when the accelerator pedal is steady. If the indicating angle fluctuates, check
for an intermittent open, high resistance in the circuits or for a skewed sensor.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
circumference is not damaged.
Engine Control System (4JH1) 6E-231
Checks Action
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or fuel leakage into the engine oil.
• Inspect the fuel lines between the fuel tank and fuel injection pump for tightness
and all fuel hoses for cuts, cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel injection pump is under a slight
vacuum with the engine running. As a result, air can enter the fuel system if these
connections are not tight. Air in the fuel system will cause fuel injection pump internal
pressure fluctuations especially at high engine speed and load.
• Inspect for air in the fuel system.
Notice:
If many air bubbles appear in the fuel, check the fuel system line connections between
the fuel tank and the fuel injection pump for tightness and all fuel hoses for cuts, cracks
and for the use of proper clamps.
a. Remove the fuel hose that connects to the fuel injection pump suction side.
b. Substitute a clear hose.
Notice:
A hose must be cleaned.
c. Connect the clear hose to the fuel injection pump.
d. Bleed the fuel system.
e. Let the engine run at idle for at least 2 minutes.
f. Accelerator the engine between idle and W.O.T. (accelerator pedal full travel)
many times while observing the clear hose.
• Inspect the fuel tank vent hose for a plugged or kinked.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition. Draw fuel from the fuel tank at the
fuel line (as close to the fuel tank as possible) going to the fuel pickup tube to verify
a clean stream of fuel comes out (use the hand-held vacuum pump 5-8840-0279-0/
J-23738-A with a clear hose or equivalent). This will ensure the fuel pickup tube is
not cracked drawing air into the fuel line.
• Inspect the fuel injection pump operation.
Notice:
The fuel injection pump must be timed to the engine.
• Inspect the eye bolt for any type of restriction or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition that causes contaminated fuel,
such as the customer is using an aftermarket fuel filter or extended maintenance
interval. Also inspect fuel waxing or icing that is caused by an incorrect fuel type used
in winter season or water intrusion in the fuel system.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
• Inspect the timing device operating correctly. Observe the Actual Injection Timing
parameter with the Tech 2 while running the engine. The Actual Injection Timing
parameter must follow the Desired Injection Timing within 2°CA on each engine
speed. Engine idle > around 2000 RPM > around 3000 RPM. If not, inspect the fuel
system restriction, air in the fuel or fuel injection pump operation.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at MAF sensor.
6E-232 Engine Control System (4JH1)
Checks Action
Additional Checks • Inspect the generator output voltage. Repair if less than 9 volts or more than 16
volts.
• Inspect the EGR system operating correctly.
• Inspect the A/C operation.
Checks Action
DEFINITION: The engine delivers less than expected power. There is little or no increase in speed when partially applying the
accelerator pedal.
Preliminary Checks • Diagnostic System Check — Engine Controls.
• Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem.
• Remove the air cleaner and check for dirt, or for air ducts being plugged or
restricted. Replace as necessary.
• Are the tire sizes changed?
• Are excessively heavy loads being carried?
• Inspect for clutch slip.
• Inspect brake drag.
• Inspect the fuel quality (cetane index).
• Inspect the engine oil level and quality.
• Use the Tech 2 in order to make sure the Vehicle Speed parameter reading
matches the vehicle speedometer.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Inspect the Tech 2 Data List in this section.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Use the Tech 2 to compare the MAF Sensor parameter with the Desired MAF
parameter. Start the engine and warm up (allow engine coolant temperature to
reach at least 60°C [140°F]). The MAF sensor parameter must follow the Desired
MAF parameter within 100 mg/strk. If not, inspect the air intake system, EGR
system components and contaminated, skewed or slow MAF sensor.
• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal
Position parameter should change linearly from 0% to 100% according to the
accelerator pedal operation.
Engine Control System (4JH1) 6E-233
Checks Action
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or fuel leakage into the engine oil.
• Inspect the fuel lines between the fuel tank and fuel injection pump for tightness
and all fuel hoses for cuts, cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel injection pump is under a slight
vacuum with the engine running. As a result, air can enter the fuel system if these
connections are not tight. Air in the fuel system will cause fuel injection pump internal
pressure fluctuations especially at high engine speed and load.
• Inspect for air in the fuel system.
Notice:
If many air bubbles appear in the fuel, check the fuel system line connections between
the fuel tank and the fuel injection pump for tightness and all fuel hoses for cuts, cracks
and for the use of proper clamps.
a. Remove the fuel hose that connects to the fuel injection pump suction side.
b. Substitute a clear hose.
Notice:
A hose must be cleaned.
c. Connect the clear hose to the fuel injection pump.
d. Bleed the fuel system.
e. Let the engine run at idle for at least 2 minutes.
f. Accelerator the engine between idle and W.O.T. (accelerator pedal full travel)
many times while observing the clear hose.
• Inspect the fuel tank vent hose for a plugged or kinked.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition. Draw fuel from the fuel tank at the
fuel line (as close to the fuel tank as possible) going to the fuel pickup tube to verify
a clean stream of fuel comes out (use the hand-held vacuum pump 5-8840-0279-0/
J-23738-A with a clear hose or equivalent). This will ensure the fuel pickup tube is
not cracked drawing air into the fuel line.
• Inspect the fuel injection pump operation.
Notice:
The fuel injection pump must be timed to the engine.
• Inspect the eye bolt for any type of restriction or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition that causes contaminated fuel,
such as the customer is using an aftermarket fuel filter or extended maintenance
interval. Also inspect fuel waxing or icing that is caused by an incorrect fuel type used
in winter season or water intrusion in the fuel system.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
• Inspect the timing device operating correctly. Observe the Actual Injection Timing
parameter with the Tech 2 while running the engine. The Actual Injection Timing
parameter must follow the Desired Injection Timing within 2°CA on each engine
speed. Engine idle > around 2000 RPM > around 3000 RPM. If not, inspect the fuel
system restriction, air in the fuel or fuel injection pump operation.
6E-234 Engine Control System (4JH1)
Checks Action
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction or leak in the intercooler.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at MAF sensor.
• Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor
wheel. Refer to turbocharger inspection in the Engine Mechanical section.
• Inspect for turbocharger wastegate valve operation. Refer to wastegate valve
inspection in the Engine Mechanical section.
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect for a restriction in the catalytic converter or exhaust pipes.
Engine Mechanical Check Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Improper mechanical timing
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
Additional Checks • Inspect the generator output voltage. Repair if less than 9 volts or more than 16
volts.
• Inspect the EGR system operating correctly.
• Inspect the engine overheat condition. Refer to the Engine Cooling section.
• Inspect the A/C operation.
Checks Action
DEFINITION: The vehicle has a momentary lack of response when pushing down on the accelerator. The condition can occur
at any vehicle speed. The condition is usually most severe when trying to make the vehicle move from a stop. If severe enough,
the condition may cause the engine to stall.
Preliminary Checks • Diagnostic System Check — Engine Controls.
• Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem.
• Remove the air cleaner and check for dirt, or for air ducts being plugged or
restricted. Replace as necessary.
• Inspect the fuel quality (cetane index).
• Inspect the engine oil level and quality.
• Inspect the Tech 2 Data List in this section.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Inspect the Service Bulletins for ECM software updates.
Engine Control System (4JH1) 6E-235
Checks Action
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Use the Tech 2 to compare the MAF Sensor parameter with the Desired MAF
parameter. Start the engine and warm up (allow engine coolant temperature to
reach at least 60°C [140°F]). The MAF Sensor parameter must follow the Desired
MAF parameter within 100mg/strk. If not, inspect the air intake system, EGR
system components and contaminated, skewed or slow MAF sensor
• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal
Position parameter should change linearly from 0% to 100% according to the
accelerator pedal operation.
6E-236 Engine Control System (4JH1)
Checks Action
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect for water contamination in the fuel.
• Inspect for external fuel leaks or fuel leakage into the engine oil.
• Inspect the fuel lines between the fuel tank and fuel injection pump for tightness
and all fuel hoses for cuts, cracks and for the use of proper clamps.
Notice:
The fuel system from the fuel tank(s) to the fuel injection pump is under a slight
vacuum with the engine running. As a result, air can enter the fuel system if these
connections are not tight. Air in the fuel system will cause fuel injection pump internal
pressure fluctuations especially at high engine speed and load.
• Inspect for air in the fuel system.
Notice:
If many air bubbles appear in the fuel, check the fuel system line connections between
the fuel tank and the fuel injection pump for tightness and all fuel hoses for cuts, cracks
and for the use of proper clamps.
a. Remove the fuel hose that connects to the fuel injection pump suction side.
b. Substitute a clear hose.
Notice:
A hose must be cleaned.
c. Connect the clear hose to the fuel injection pump.
d. Bleed the fuel system.
e. Let the engine run at idle for at least 2 minutes.
f. Accelerator the engine between idle and W.O.T. (accelerator pedal full travel)
many times while observing the clear hose.
• Inspect the fuel tank vent hose for a plugged or kinked.
• Inspect inside the fuel tank for any foreign material that may be getting drawn into
the fuel line pickup causing a blocked condition. Draw fuel from the fuel tank at the
fuel line (as close to the fuel tank as possible) going to the fuel pickup tube to verify
a clean stream of fuel comes out (use the hand-held vacuum pump 5-8840-0279-0/
J-23738-A with a clear hose or equivalent). This will ensure the fuel pickup tube is
not cracked drawing air into the fuel line.
• Inspect the fuel injection pump operation.
Notice:
The fuel injection pump must be timed to the engine.
• Inspect the eye bolt for any type of restriction or collapsed gauze filter.
Notice:
If any type of restriction found, check for a condition that causes contaminated fuel,
such as the customer is using an aftermarket fuel filter or extended maintenance
interval. Also inspect fuel waxing or icing that is caused by an incorrect fuel type used
in winter season or water intrusion in the fuel system.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
• Inspect the timing device operating correctly. Observe the Actual Injection Timing
parameter with the Tech 2 while running the engine. The Actual Injection Timing
parameter must follow the Desired Injection Timing within 2°CA on each engine
speed. Engine idle > around 2000 RPM > around 3000 RPM. If not, inspect the fuel
system restriction, air in the fuel or fuel injection pump operation.
Engine Control System (4JH1) 6E-237
Checks Action
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction or leak in the intercooler.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at MAF sensor.
• Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor
wheel. Refer to turbocharger inspection in the Engine Mechanical section.
• Inspect for turbocharger wastegate valve operation. Refer to wastegate valve
inspection in the Engine Mechanical section.
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect for a restriction in the catalytic converter or exhaust pipes.
Engine Mechanical Check Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Improper mechanical timing
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
Additional Checks • Inspect the generator output voltage. Repair if less than 9 volts or more than 16
volts.
• Inspect the EGR system operating correctly.
• Inspect the A/C operation.
Checks Action
DEFINITION: A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change
with the throttle opening.
Preliminary Checks • Diagnostic System Check — Engine Controls.
• Ensure the vehicle has an actual problem.
• Inspect for smoke associated with the combustion noise.
• Inspect the fuel quality (cetane index).
• Inspect the Tech 2 Data List in this section.
• Inspect the Service Bulletins for ECM software updates.
6E-238 Engine Control System (4JH1)
Checks Action
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Use the Tech 2 to compare the MAF Sensor parameter with the Desired MAF
parameter. Start the engine and warm up (allow engine coolant temperature to
reach at least 60°C [140°F]). The MAF Sensor paramater must follow the Desired
MAF parameter within 100mg/strk. If not, inspect the air intake system, EGR
system components and contaminated, skewed or slow MAF sensor.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
circumference is not damaged.
Fuel System Checks • If excessive smoke is present, check for an injection nozzle(s). Remove each glow
plug from the cylinder head and inspect the tip of the glow plugs for wet by fuel.
Use the cylinder compression gauge. Proper compression is more than 2100 kPa
(309 psi). If poor compression is observed, inspect the engine mechanical.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
• Inspect the timing device operating correctly. Observe the Actual Injection Timing
parameter with the Tech 2 while running the engine. The Actual Injection Timing
parameter must follow the Desired Injection Timing within 2°CA on each engine
speed. Engine idle > around 2000 RPM > around 3000 RPM. If not, inspect the fuel
system restriction, air in the fuel or fuel injection pump operation.
Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons,
etc.
• Inspect for any excessive oil entering combustion chamber.
Additional Checks • Inspect the EGR system operating correctly.
• Inspect other possible causes that can make similar noise such as loose
component parts, bracket, mount and weak clutch damper spring.
Checks Action
DEFINITION: Fuel economy, as measured by actual road tests and several tanks of fuel, is noticeably lower than expected.
Also, the economy is noticeably lower than it was on this vehicle at one time, as previously shown by actual road tests.
Engine Control System (4JH1) 6E-239
Checks Action
Preliminary Checks • Remove the air cleaner and check for dirt, or for air ducts being plugged or
restricted. Replace as necessary.
• Inspect the driving habits of the owner.
• Is the A/C ON full time, defroster mode ON?
• Are the tires at the correct pressure?
• Have the tire sizes changed?
• Are excessively heavy loads being carried?
• Is the acceleration too much, too often?
• Inspect for clutch slip.
• Inspect brake drag.
• Inspect dive belt tension.
• Inspect the fuel quality (cetane index).
• Inspect the engine oil level and quality.
• Suggest to the owner to fill the fuel tank and recheck the fuel economy.
• Suggest to the driver to read the Important Facts on Fuel Economy in the Owner
Manual.
• Inspect the odometer is correctly operated.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect the fuel type and quality.
• Check fuel leak.
Cooling System Checks Inspect the cooling system for the following conditions. Refer to the Cooling System
Section.
• Inspect the engine coolant level.
• Inspect the engine thermostat for always being open or for the wrong heat range.
• Inspect the engine cooling fan for always being ON.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction or leak in the intercooler.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at MAF sensor.
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect for a restriction in the catalytic converter or exhaust pipes.
Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
6E-240 Engine Control System (4JH1)
Excessive Smoke (Black Smoke)
Checks Action
DEFINITION: Black smoke under load, idle or start up hot or cold.
Preliminary Check • Ensure the vehicle has an actual problem.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Remove the air cleaner and check for dirt, or for air ducts being plugged or
restricted. Replace as necessary.
• Inspect the fuel quality (cetane index).
• Inspect the engine oil level and quality.
• Inspect the Service Bulletins for ECM software updates.
Sensor Checks Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Use the Tech 2 to compare the MAF Sensor parameter with the Desired MAF
parameter. Start the engine and warm up (allow engine coolant temperature to
reach at least 60°C [140°F] ). The MAF Sensor parameter must follow the Desired
MAF parameter within 100mg/strk. If not, inspect the air intake system, EGR
system components and contaminated, skewed or slow MAF sensor
• Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal
Position indicating angle parameter should change linearly from 0% to 100%
according to the accelerator pedal operation.
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
• Inspect the timing device operating correctly. Observe the Actual Injection Timing
parameter with the Tech 2 while running the engine. The Actual Injection Timing
parameter must follow the Desired Injection Timing within 2°CA on each engine
speed. Engine idle > around 2000 RPM > around 3000 RPM. If not, inspect the fuel
system restriction, air in the fuel or fuel injection pump operation.
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction or leak in the intercooler.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or deposit in the intake throttle bore.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at MAF sensor.
• Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor
wheel. Refer to turbocharger inspection in the Engine Mechanical section.
Exhaust System Checks Inspect the exhaust system for a possible restriction. Refer to the Exhaust System
section.
• Inspect for a restriction in the catalytic converter or exhaust pipes.
Engine Control System (4JH1) 6E-241
Checks Action
Engine Mechanical Check Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons,
etc.
• Inspect for any excessive oil entering combustion chamber.
• Improper mechanical timing
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
Additional Checks • Inspect the EGR system operating correctly.
• Inspect the excessive blow-by gasses.
• Inspect the Tech 2 Data List in this section.
Checks Action
DIFINITION: White smoke under load, idle or start up hot or cold.
Preliminary Check • Ensure the vehicle has an actual problem.
• Inspect the engine control module (ECM) and fuel injection pump control unit (PCU)
grounds for being clean, tight, and in their proper locations.
• Inspect the fuel quality (cetane index).
• Inspect the Service Bulletins for ECM software updates.
Sensor Check Inspect the engine control sensors for the following conditions. Refer to the Tech 2
Data List in this section.
• Use the Tech 2 to compare the Engine Coolant Temperature (ECT) with the Intake
Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the
difference among temperature reading is more than 5°C (9°F) on a cold engine,
check for high resistance on the low reference circuit and signal circuit or for a
skewed sensor.
Notice:
The mass air flow (MAF) sensor is heated and as a result the IAT sensor may indicate
a higher than normal intake air temperature if the ignition switch is being ON. FT
sensor is internal to the PCU and it is part of the fuel injection pump assembly.
• Inspect the crankshaft position (CKP) sensor is tight and the flywheel
circumference is not damaged.
Fuel System Checks Inspect the fuel system for the following conditions. Refer to the Fuel System section.
• Inspect the fuel injection nozzle(s) for proper splay condition or operating pressure.
Notice:
Only first stage of operating pressure can be checked.
• Inspect the timing device operating correctly. Observe the Actual Injection Timing
parameter with the Tech 2 while running the engine. The Actual Injection Timing
parameter must follow the Desired Injection Timing within 2°CA on each engine
speed. Engine idle > around 2000 RPM > around 3000 RPM. If not, inspect the fuel
system restriction, air in the fuel or fuel injection pump operation.
6E-242 Engine Control System (4JH1)
Checks Action
Air Intake System Checks Inspect the air intake system for the following conditions.
• Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks.
• Inspect for a restriction or leak in the intercooler.
• Inspect for a restriction in the turbocharger inlet duct.
• Inspect for a restriction or leak in the intake manifold.
• Inspect for a restriction or damage at MAF sensor.
• Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor
wheel. Refer to turbocharger inspection in the Engine Mechanical section.
Engine Mechanical Checks Inspect the engine mechanical for the following conditions. Refer to the Engine
Mechanical section.
• Inspect for poor cylinder compression. Proper compression is more than 2100 kPa
(309 psi).
• Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons,
etc.
• Improper mechanical timing
• Improper valve gap
• Broken or weak valve springs
• Worn camshaft lobes
• Inspect for any excessive fuel entering combustion chamber.
• Inspect for coolant entering the combustion chamber.
Electrical System Checks Inspect the engine electrical for the following conditions. Refer to the Engine Electrical
section.
• Inspect the glow plug control (preheating) system operation.
Engine Control System (4JH1) 6E-243
Repair Instructions
Engine Control Module (ECM) Vehicle Identification Number (VIN) Programming
Replacement Procedure
Important:
DO NOT program an existing ECM with the identical Service Programming System (SPS)
software/calibration package. This procedure is not a (Remote Procedure)
short cut to correct the driveability condition. This is an
ineffective repair. An ECM should only be programmed The Remote Service Programming System (SPS)
when the following occurs: method is a three-step process that involves the
following procedures:
• When a service procedure instructs you to replace
the ECM. When the ECM from another vehicle is 1. Connecting the Tech 2 to the vehicle and obtaining
installed, VIN must be changed. And change the information from the engine control module
vehicle information as necessary such as type of (ECM).
transmission. 2. Connecting the Tech 2 to the terminal and
• An updated software/calibrations is released. downloading a new calibration file from the
Ensure that the following conditions are met before terminal into the Tech 2 memory.
programming an ECM: 3. Reconnecting the Tech 2 to the vehicle and
• The Tech 2 PCMCIA card is programmed with the uploading the new calibration file into the ECM.
latest software.
Performing the Remote Procedure
• The TIS 2000 is installed with the latest software.
1. Connect the Tech 2 to the vehicle and obtain the
• The hardware key is plugged into the computer
ECM information using the following procedure:
port.
• Vehicle system voltage: Important:
- There are no charging system concerns. All Ensure the ECM is installed in the vehicle and the
charging system concerns must be repaired battery is fully charged before programming.
before programming the ECM.
a. Connect the Tech 2 to the vehicle data link
- The battery voltage is greater than 12 volts but
connector (DLC), with the engine and the Tech
less than 16 volts. The battery must be fully
2 OFF.
charged before programming the ECM.
b. Turn ON the Tech 2.
- A battery charger is NOT connected to the
vehicles battery. Incorrect system voltage or c. Press Enter at the title screen.
voltage fluctuations from a battery charger may d. Turn ON the ignition, with the engine OFF.
cause programming failure or ECM damage. e. Select Service Programming System at the
- Turn OFF or disable any system that may put a Main Menu.
load on the vehicles battery. Turn OFF or f. Select Request Info.
disable systems such as:
◊ Heating, ventilation, and air conditioning
(HVAC) systems
◊ Headlights
◊ Room lights
◊ Accessory equipment
Engine Control System (4JH1) 6E-245
g. If there is already stored in the Tech 2, the i. Complete the following information based on
existing data is displayed on the screen. The the service ID plate on the Validate Vehicle
Tech 2 asks user to keep existing data Keep Data screen until Next is highlighted:
Data or Continue to request new vehicle • Model
information from the ECM. If there is no data in
• Model Year
the Tech 2, it will immediately start vehicle
identification. • Engine
h. Enter the vehicle description by following the • Type of Transmission
on-screen instructions based on stamped VIN • Destination Code
or affixed VIN plate on the vehicle. j. Select Next.
i. During obtaining information, the Tech 2 is k. Verify your selection on the Summary screen.
receiving information from any modules at the
same time. But only ECM information is Important:
displayed on the screen. Refer to Service Bulletins before service programming
j. Turn OFF all accessories and select Continue. is performed if the bulletins are listed along with the
calibration files.
k. Verify that the correct VIN is entered on the
Tech 2. If the VIN is incorrect, write down the Important:
correct VIN. Select Cancel if you receive a message stating that the
2. Turn OFF the Tech 2. calibration selected is already the current calibration in
3. Disconnect the Tech 2 from the vehicle. the ECM and reprogramming with the same download
4. Turn OFF the ignition. is not allowed.
5. Transfer the data from the terminal to the Tech 2 l. Select Reprog.
using the following procedure:
m. The Transfer Data screen will appear until the
Important: progress bar reaches 100%.
The TIS supports service programming with the Tech 2 6. Close the application and return to the TIS
scan tool only. application selection screen after the download is
complete.
a. Connect the Tech 2 to the terminal. 7. Turn OFF the Tech 2.
b. Launch the TIS application at the terminal. 8. Disconnect the Tech 2 from the terminal.
c. Select the Service Programming System at the 9. Transfer the data from the Tech 2 to the ECM using
main screen. the following procedure:
d. Highlight the following information on the Select a. Connect the Tech 2 to the vehicle DLC, with the
Diagnostic Tool and Programming Process engine and the Tech 2 OFF.
screen:
b. Turn ON the Tech 2.
• Select Diagnostic Tool-Select Tech 2.
c. Press Enter at the Title screen.
• Select Programming Process-Identify
d. Turn ON the ignition, with the engine OFF.
whether an existing ECM is being
reprogrammed or an ECM is being replaced e. Select Service Programming System.
with a new one. f. Select the Program ECU on the Tech 2.
• Select ECU Location-Select Vehicle. g. Follow the on-screen instructions and select
e. Select Next. Continue.
f. Verify the connections on the Preparing for h. Programming in Process will appear until the
Communication screen and select Next. progress bar reaches 100%.
g. Verify the VIN on the Validate Vehicle Important:
Identification Number (VIN) screen and select The vehicle fitted with automatic transmission, Check
Next. Trans lamp may blink while programming the ECM
since communication between the ECM and TCM is
Important:
interrupted. Clear DTC in any module after
If the ECM is replaced to new one, VIN does not
programming.
displayed. Input correct VIN reading from stamped VIN
or affixed VIN plate on the vehicle. If the ECM from i. Select Continue and exit the program after the
another vehicle is installed, input correct VIN by same Tech 2 displays Programming Was Successful.
way.
10. Turn OFF the ignition.
h. Highlight Engine on the System Type screen 11. Turn OFF the Tech 2.
and select Next, if requested. 12. Disconnect the Tech 2 from the vehicle.
6E-246 Engine Control System (4JH1)
Service Programming System (SPS) (Pass- 12. Select Next.
Thru Procedure) 13. Verify your selection on the Summary screen.
Pass-Thru programming allows the Tech 2 to remain Important:
connected to the terminal and to the vehicle throughout Refer to Service Bulletins before service programming
the programming process. The vehicle must be in is performed if the bulletins are listed along with the
close proximity to the terminal while using Pass-Thru. calibration files.
Important: Important:
The TIS supports service programming with the Tech 2 Select Cancel if you receive a message stating that the
scan tool only. calibration selected is already the current calibration in
the Tech 2 and reprogramming with the same
1. Launch the TIS application at the terminal
download is not allowed.
application at the terminal.
2. Select the Service Programming System at the 14. Select Reprog.
main screen. 15. The Transfer Data screen will appear until the
3. Highlight the following information on the Select progress bar reaches 100%.
Diagnostic Tool and Programming Process screen:
• Select Diagnostic Tool-Select Pass-Thru Important:
The vehicle fitted with automatic transmission, Check
• Select Programming Process-Identify whether
Trans lamp may blink while programming the ECM
as existing engine control module (ECM) is
since communication between the ECM and TCM is
being reprogrammed or an ECM is being
interrupted. Clear DTC in any module after
replaced with a new one.
programming.
• Select ECU Location-Select Vehicle.
4. Select Next. 16. Select Close on the Programming Complete
5. Complete all vehicle data on the Preparing for screen.
Communication/Determine Vehicle screen until 17. Turn OFF the Tech 2.
Next is highlighted. 18. Disconnect the Tech 2 from the vehicle.
6. Select Next.
7. Follow the instruction on the Preparing for
Accelerator Pedal Position (APP) Sensor
Communication screen.
Replacement
Important: Removal Procedure
In order to reduce the potential for signal loss, the RS-
1. Disconnect the negative battery cable.
232 cable should not be more than 25 feet long.
2. Disconnect the APP and idle switch connector.
8. Select Next. 3. Remove the accelerator pedal assembly from the
9. Verify the VIN on the Validate Vehicle Identification bracket.
Number (VIN) screen and select Next. 4. Loosen two nuts and remove APP from the
accelerator pedal bracket.
Important:
If the ECM is replaced to new one, VIN does not
displayed. Input correct VIN reading from stamped VIN
or affixed VIN plate on the vehicle. If the ECM from
another vehicle is installed, input correct VIN by same
way.
2 1
N6A3893E N6A3894E
Legend Legend
1. Accelerator Pedal Position (APP) Sensor 1. Crankshaft Position (CKP) Sensor
2. Nut 2. Bolt
N6A3895E N6A3896E
Legend Legend
1. EGR Solenoid Valve 1. Engine Coolant Temperature (ECT) Sensor
2. Intake Throttle Solenoid Valve
Installation Procedure
Installation Procedure 1. Apply sealer to threads of screw at the ECT
1. Tighten the purge solenoid by tow bolts. sensor.
2. Connect a connector to the EGR solenoid valve. 2. Tighten the ECT sensor with specified tightening
3. Connect two hoses to the EGR solenoid valve. torque.
4. Connect the negative battery cable. Tighten:
Bolt to 13 N⋅m (1.3 kg⋅m / 9.6 lb⋅ft)
Engine Coolant Temperature (ECT) Sensor 3. Connect a ECT sensor connector to the ECT
sensor.
Replacement
4. Fill the engine coolant.
Removal Procedure
5. Connect the negative battery cable.
1. Disconnect the negative battery cable.
2. Drain enough engine coolant so that the coolant Notice:
level will be below the ECT sensor. Verify any DTCs (diagnosis Trouble Code) are not
stored after replacement.
3. Disconnect connector from the ECT sensor.
Verify no engine coolant leaking from the sensor
4. Loosen and remove the ECT sensor from the threads after replacement.
thermostat housing.
N6A3897E N6A3905E
Legend Legend
1. Mass Air Flow (MAF) and Intake Air Temperature 1. Vehicle Speed Sensor (VSS)
(IAT) Sensor
2. Clip
Installation Procedure
1. Tighten the vehicle speed sensor to the specified
Installation Procedure tightening torque.
1. Install the MAF & IAT sensor assembly into intake
Tighten:
air duct.
Hexagonal part of the sensor: 25 N⋅m (2.5 kg⋅m /
2. Tighten the clips. 18 lb⋅ft)
3. Connect a MAF & IAT sensor connector to the
MAF & IAT sensor assembly. Caution:
4. Connect the negative battery cable. Tightening must be made at the hexagonal part of the
sensor. To tighten the connector itself would cause
damage.
Vehicle Speed Sensor (VSS) Replacement
2. Connect the vehicle speed sensor connector to the
Removal Procedure vehicle speed sensor.
1. Disconnect the negative battery cable. 3. Connect the negative battery cable.
2. Disconnect the vehicle speed sensor connector.
3. Loosen and remove the vehicle speed sensor.
6E-250 Engine Control System (4JH1)
Important:
To prevent possible electrostatic discharge damage,
follow these guidelines:
1 N6A3900E
Legend
1. Accelerator Pedal Position (APP) Sensor
2. Accelerator Pedal Bracket
3. Idle Switch
N6A3885E
6E-252 Engine Control System (4JH1)
The crankshaft position (CKP) sensor is located on top The engine coolant temperature (ECT) sensor is
of the flywheel housing. There are 4 slits spaced 90° installed to the thermostat housing. The ECT sensor is
on the flywheel circumference. The CKP sensor is a a variable resistor. The ECT sensor measures the
magnetic coil type sensor, which generates an AC temperature of the engine coolant. The engine control
signal voltage based on the crankshaft rotational module (ECM) supplies 5 volts to the ECT signal circuit
speed. The ECM monitors both the CKP sensor and and a ground for the ECT low reference circuit. When
injection pump camshaft position (CMP) sensor signals the ECT sensor is cold, the sensor resistance is high.
to ensure they correlate with each other. When the engine coolant temperature increases, the
The following waveform aids to diagnose when there is sensor resistance decreases. With high sensor
an oscilloscope or equivalent. resistance, the ECM detects a high voltage on the ECT
• Amplitudes of CKP sensor signal (CH1) increase signal circuit. With lower sensor resistance, the ECM
as engine speed increases. detects a lower voltage on the ECT signal circuit.
• Each waveform cycle shorten as the engine speed
Exhaust Gas Recirculation (EGR) Solenoid Valve
increases.
CH1
0V
CH2
0V
N6A3820E N6A3888E
Engine Coolant Temperature (ECT) Sensor The engine control module (ECM) controls the exhaust
gas recirculation (EGR) flow amount based on the
engine speed, engine coolant temperature, intake air
temperature, barometric pressure and fuel injection
quantity. The ECM controls the EGR valve by
controlling the EGR solenoid valve. The mass air flow
(MAF) sensor monitors EGR gas flow amount. An
expected MAF amount should be detected while the
engine running.
N6A3887E
Legend
1. Engine Coolant Temperature (ECT) Sensor
Engine Control System (4JH1) 6E-253
Intake Air Temperature (IAT) Sensor The mass air flow (MAF) sensor is an air flow meter
that measures the amount of air that enters the engine.
It is fitted between the air cleaner and turbocharger. A
small quantity of air that enters the engine indicates
deceleration or idle. A large quantity of air that enters
the engine indicates acceleration or a high load
condition. The MAF sensor assembly consists of a
MAF sensor element and an intake air temperature
sensor that are both exposed to the air flow to be
measured. The MAF sensor element measures the
partial air mass through a measurement duct on the
sensor housing.
N6A3889E
0V
N6A3889E
Terminal: 68 (+) / GND (-)
Scale: 5V/div 50ms/div
Condition: Approximately 20km/h (12MPH)
N6A3821E
6E-254 Engine Control System (4JH1)
Fuel Injection System Description
2 3 4
11 7
10 9 8
N6A3839E
Legend
1. Drive Shaft 7. Fuel Injection Solenoid Valve
2. Fuel Feed Pump 8. Constant Pressure Valve (CPV)
3. Pump Camshaft Position (CMP) Sensor 9. Timing Control Valve (TCV)
4. Fuel Injection Pump Control Unit (PCU) 10. Timer
5. Distributor Head 11. Radial Plunger
6. Constant Pressure Valve (CPV) Holder
Bosch VP44 Fuel Injection Pump The engine control module (ECM) calculates the
Instead of the previous face cam type, the radial desired fuel injection quantity and timing using data
plunger distributor type injection pump utilizes a cam sent from various sensors. These desired data are
ring to enable fuel injection at high-pressures, marking sent to the fuel injection pump control unit (PCU) via a
it suitable for small, high-speed direct injection diesel controller area network (CAN) communication bus.
engines. This pump was developed to provide the The PCU also receives signals from the internal inputs:
most suitable fuel injection quantity and injection timing pump camshaft position (CMP) sensor that is located
to satisfy the demand for engine reliability, driveability, inside the fuel injection pump to determine the cam ring
low smoke, low noise, high output and low exhaust rotation angle and the fuel injection pump speed. The
emissions. fuel temperature (FT) sensor is internal the PCU.
These values are used to compare the desired values
sent from the ECM then PCU determines the injection
timer piston position and fuel injection quantity, and
actuates timing control valve (TCV) & fuel injection
solenoid valve based on control maps in the PCU.
Engine Control System (4JH1) 6E-255
The timing device changes the optimum injection timing
against various engine conditions. The pressure of the
fuel fed from the feed pump is adjusted and it acts to
the timing plunger by TCV controlled fuel pressure.
8
(The TCV is installed to the fuel injection pump rear 7 9 6
8 1
side and it is controlled by duty ratio cycle from the
7
PCU.) The timing plunger is connected to the cam ring
by a ball pin. Axial movement of the timing plunger is 2
transferred to the cam ring in the form of rotational
movement.
10
6
4 5 4 3
5 5
3 13 4
12 11
N6A3841E
Legend
1. Rotor Shaft
7 2. Radial Plunger
3. High Pressure Passage
1 8 4. Low Pressure Inlet
6 5. Distribution Slit
2
11
6. Valve Needle
10 9
7. Barrel
8. Annular Passage
N6A3840E 9. Fuel Return
Legend 10. Fuel Injection Solenoid Valve
1. Drive Shaft 11. High Pressure Outlet
2. Feed Pump 12. Diaphragm Chamber
3. Pump Camshaft Position (CMP) Sensor 13. Accumulator Diaphragm
4. Fuel Injection Pump Control Unit (PCU)
5. Distributor Head
6. Constant Pressure Valve (CPV) Holder
7. Fuel Injection Solenoid Valve
8. Constant Pressure Valve (CPV)
9. Timing Control Valve (TCV)
10. Timer
11. Radial Plunger
6E-256 Engine Control System (4JH1)
Low Pressure Fuel Circuit Description Feed Pump
2 3 2
3
1 1
5
4
9
5
8
4 6
N6A3842E N6A3843E
Legend Legend
1. Fuel Suction 1. Rotor
2. Regulating Valve 2. Casing Ring
3. Overflow Valve 3. Fuel Supply
4. Feed Pump 4. Outlet
5. To Fuel Tank 5. Chamber
6. Vane
7. Driveshaft
The low pressure fuel circuit must supply sufficient fuel 8. Inlet
to the high pressure fuel circuit. The main components 9. Fuel Suction
are the feed pump, the regulating valve and the
overflow valve.
The feed pump is driven by the drive shaft, performs
suction and supply of fuel. The vanes assembled in the
rotor are pressed against the inside of the casing ring
by spring forces and centrifugal force during rotation to
form chambers. When the vanes rotate, the volume of
these chambers increase when they reach recesses
the casing ring connected to the inlet port. Pressure
then decreases and fuel is drawn in. When the
chambers have passed the inlets and recesses, the
volume decreases and the fuel is compressed. Fuel
pressure increases until the chamber reaches the
outlet, where the fuel passes through the regulating
valve to the high pressure fuel circuit.
Engine Control System (4JH1) 6E-257
Regulating Valve Overflow Valve
2 2
7
3
3
4
1
4
6
5 5
N6A3844E N6A3845E
Legend Legend
1. To Inlet 1. Valve Holder
2. Spring 2. Port
3. Valve Piston 3. To Fuel Tank
4. Port 4. Orifice Port
5. From Outlet 5. From Fuel Tank
6. Ball Valve
7. Spring
When feed pump speed increases so that the delivery
pressure of the fuel delivered from the outlet exceeds
the regulating valve spring force, the plunger is pushed When the pressure of the fuel, returned from the
upwards. Excess fuel passes through the ports and distributor head, exceeds the spring force, the overflow
returns to the inlet side, and the delivery pressure is valve’s ball valve is pushed up. Excess fuel presses
maintained within a specified range. When feed pump through the port and returns to the tank, and fuel
speed decreases so that the delivery pressure pressure inside the pump chamber does not exceed a
decreases, the plunger is pushed downwards by spring specified pressure. The flow of excess fuel serves
force to close the port. cooling and automatic bleeding of the fuel pump during
operation. Also the orifice port is installed to assist in
automatic air bleeding.
6E-258 Engine Control System (4JH1)
High Pressure Fuel Circuit Description Radial Plunger
1 2 1
2
4
7
4 5
6
5
N6A3846E N6A3847E
Legend Legend
1. Fuel Injection Pump Control Unit (PCU) 1. Radial Plunger
2. Distributor Head 2. Internal Cam
3. Fuel Injection Solenoid Valve 3. Cam Ring
4. Constant Pressure Valve (CPV) 4. Rotor Shaft
5. Radial Plunger 5. Plunger Chamber
6. Roller Shoe
7. Roller
In addition high pressure generating device, the high
pressure circuit also consists of fuel piping, and devices
to set the beginning of injection and fuel injection While the radial plungers assembled to the rotor shaft
quantity. The main components are as follows: rotate, they are held against the inside of the cam ring
• High pressure generation: Radial Plunger (via the roller shoes and rollers) by fuel delivery
pressure from the feed pump and centrifugal force.
• Fuel distribution: Distributor Head The radial plungers perform rotational movement as
• Beginning of injection timing: Timing Device well as internal cam induced reciprocating movement
• Prevention of secondary injection: Constant to suck in and compress the fuel in the plunger
Pressure Valve (CPV) chamber.
Engine Control System (4JH1) 6E-259
Distributor Head Fuel Injection Solenoid Valve
2 3 4 5
2
1
1
6
7
5 4
6
N6A3848E N6A3849E
Legend Legend
1. Rotor Shaft 1. Valve Seat
2. Valve Needle 2. Valve Closing Direction
3. Constant Pressure Valve (CPV) Holder 3. Valve Needle
4. High Pressure Outlet 4. Coil
5. Distributor Shaft 5. Magnet
6. Barrel 6. Magnet Anchor
7. Rotor Shaft
The distributor head distribute the high pressure fuel
that has flowed through the rotating rotor shaft’s The fuel injection solenoid valve consists of a valve
distributor slits and the barrel’s high pressure outlets (4 seat, a valve needle, and a magnet anchor (a movable
cylinders) to the engine cylinders via the constant iron core), a coil and a magnet. The valve needle
pressure valve (CPV) and the nozzle holder rotates together with the rotor shaft. When current
assemblies. The fuel injection solenoid valve needle controlled by the fuel injection pump control unit (PCU)
changes the passage to the radial plunger high flows to the coil, the magnet anchor and the valve
pressure pump between fuel suction and fuel needle are pushed towards the valve seat. When the
compression. valve seat is completely closed by the valve needle, the
fuel in the high pressure passage is isolated from the
low pressure passage, is compressed by the radial
plunger high pressure pump, and injected into the
engine cylinder through the nozzle holder assembly.
When the required injection quantity is reached, the
current to the coil is cut, the valve seat opens and
injection of fuel is completed.
6E-260 Engine Control System (4JH1)
Constant Pressure Valve (CPV) Timing Control Device Description
1 8
1 2 3 4 5 6 9
2
10
3
11
4
5
12
6
10 9 8 7
N6A3850E N6A3851E
Legend Legend
1. Plug 1. Cam Ring
2. Ball 2. Servo Valve
3. Seat 3. Timer Piston
4. Valve 4. Outlet
5. Spacer 5. Feed Pump
6. Holder 6. Inlet
7. Valve Spring 7. Fuel Suction
8. Oriffice 8. Ball Pin
9. Ball Support 9. Annular Chamber
10. Spring 10. Hydraulic Stopper
11. Return Passage
The constant pressure valve (CPV) consists of a 12. Timing Control Valve (TCV)
holder, a spacer, a valve spring, a valve, a seat, a ball,
a ball support, a spring and a plug. The valve is The timing device determines the optimum injection
equipped with an orifice to suppress the reflected timing against variations in engine speed. The
pressure wave (the cause of secondary injection) pressure of the fuel fed from the feed pump is adjusted
caused by nozzle closing at the end of the injection and in accordance with speed by the regulating valve. This
maintains a stable pressure in the injection pipe delivery pressure acts on the hydraulic stopper’s
(residual pressure) to ensure stabilized injection timing annular chamber as control pressure. The chamber
for subsequent injection. The valve is opened by pressure of the annular chamber is controlled by the
pressurized fuel and this high pressure fuel is delivered timing control valve (TCV). The timing plunger is
to the nozzle holder assembly. connected to the cam ring by a ball pin. Axial
movement of the timing plunger is transferred to the
cam ring in the form of rotational movement.
Movement to the right of the timing plunger (to the
spring side) advances injection timing. The main
components are timing plunger, the TCV and pump
camshaft position (CMP) sensor.
Engine Control System (4JH1) 6E-261
Beginning of Injection Staring The timing control valve (TCV) acts as a variable
throttle, using the rapid opening and closing (cycling) of
the valve needle in the TCV. At normal operation, the
TCV controls the pressure acting on the annular
chamber so that the hydraulic stopper cam move to any
position, from the retard position to the advance
Engine Load Fuel position. At this time, the duty ratio is set by the fuel
Engine Injection Timing injection pump control unit (PCU).
Control Pump Control When control current flows to the TCV coil, the valve
Engine Speed Valve
Module Control needle opens and the fuel annular chamber flows
(ECM) Unit (TCV)
Engine Coolant through the orifice to the feed pump inlet.
Temperature (PCU)
Consequently, the pressure of the annular chamber
decreases and the hydraulic stopper is moved to the
Pump Camshaft
retard side.
Position (CMP) When control current to the TCV coil is cut, the valve
Sensor needle closes and the return passage is closed.
Consequently, the pressure of the annular chamber
increases and the hydraulic stopper is moved to the
advance side.
N6A3852E
Pump Camshaft Position (CMP) Sensor
The engine control module (ECM) contains
characteristic maps of the beginning of injection,
corresponding to engine operating conditions (engine 1
load, engine speed and engine coolant temperature).
2
The fuel injection pump control unit (PCU) is constantly
comparing the set beginning of injection timing and the
actual beginning of injection timing. If there is a
difference, the timing control valve (TCV) is controlled 5
by the duty ratio. (The actual beginning of injection
timing is determined from the pump camshaft position
(CMP) sensor.)
2 1
4 3
N6A3854E
Legend
3
1. Pump Camshaft Position (CMP) Sensor
2. Flexible Connecting Harness
3. Drive Shaft
4. Pump Camshaft Position (CMP) Sensor
4 Retaining Ring
5. Sensor Wheel
5
7 8
3 9
10
4
11
5 12
N6A3855E
Legend
1. Pump Camshaft Position (CMP) Sensor Signal
2. Crankshaft Position (CKP) Sensor Signal
3. Fuel Injection Solenoid Valve Control Pulse
4. Fuel Injection Solenoid Needle Valve Lift
5. Cam Lift (Cam Profile)
6. Pulse Count
7. Fuel Injection Solenoid Valve Close
8. Fuel Injection Solenoid Valve Open
9. Start of Pressure Delivery
10. End of Pressure Delivery
11. Pressure Delivery Angle
12. Effective Stroke
1
2
4 5
9
8
6
N6A3890E
Legend
1. EGR Valve 6. CKP Sensor
2. EGR Cooler 7. ECM
3. ECT Sensor 8. EGR Solenoid Valve
4. MAF & IAT Sensor 9. Vacuum Pump
5. Air Cleaner
The EGR system recirculates a part of exhaust gas amount. An expected MAF amount should be detected
back into the intake manifold, which results in reducing while the engine running.
nitrogen oxide (NOx) emissions. The EGR control
system uses an electronic control system solenoid
valve and vacuum control EGR valve to ensure both
driveability and low emission. The engine control
module (ECM) controls the EGR flow amount based on
the engine speed, engine coolant temperature, intake
air temperature, barometric pressure and fuel injection
quantity. The ECM controls the EGR valve opening by
controlling the EGR solenoid valve drive duty. The
mass air flow (MAF) sensor monitors EGR gas flow
6E-264 Engine Control System (4JH1)
Turbocharger Description The charge air cooler also helps the performance of the
diesel. Intake air is drawn through the air cleaner and
into the turbocharger compressor housing.
3 4
Pressurized air from the turbocharger then flows
5 forward through the charge air cooler located in the
front of the radiator.
From the charge air cooler, the air flows back into the
1
intake manifold.
The charge air cooler is a heat exchanger that uses air
flow to dissipate heat from the intake air. As the
2 turbocharger increases air pressure, the air
6 temperature increases. Lowering the intake air
temperature increases the engine efficiency and power
by packing more air molecules into the same space.
N6A3891E
Legend
1. Exhaust Gas
2. Waste Gate Valve
3. Turbine Wheel
4. Compressor Wheel
5. Air Cleaner
6. Charge Air Cooler (Intercooler)
5-8840-0279-0 (J-23738-A)
5-8840-2835-0 (J-35616-A) Vacuum Pump
Connector Test Adapter Kit
(With Test Lamp)
5884002790
5884028350
5-8840-0285-0 (J-39200)
Digital Multimeter
5884002850
Tech 2 Kit
7000081
C Breaker Box
Adapter Harness
5-8840-0607-0 (J-34142-B)
Test Lamp
5884006070