Diesel Injection Pump SERVICE MANUAL Common Rail System for ISUZU 4HK1 / 6HK1 Type Engine OPERATION February, 2004 DENSO CORPORATION oocoo0s6e:FORWARD To meet the high pressurization requirements for the engine to deliver cleaner exhaust gas emissions, lower fuel consumption and reduced noise, advanced electronic control technology is being adopted in the fuel injection system. This manual covers the electronic control model Common Rail system with HP3/HP4 pump for the ISUZU 4HK1/6HK1 type engines which are used to ELF and GM 560 series respectively. Complex theories, special functions and components made by manufacturers other than DENSO are omitted from this manual. This manual will help the reader develop an understanding of the basic construction, operation and system configuration of the DENSO manufactured components and brief diagnostic information. TABLE OF CONTENTS 41. Product Application 141. Appli sete 4-2. System Components Parts Numbers .... 2. Outline 2-1. Outline of System 22. Outline of System 2.3, Fuel System and Control System 3. Construction and Operation 34. Description of Main Components .. 3-2. Description of Control System Components, 2 3-3. Various Types of Control ...... wee 4 344. Engine ECU a1. Product Application 1-1. Application Vehicle Name Engine Model Vehicle model Exhaust Volume Reference ELF “aHKT Neseries aL Direct injection (6560 Series HKT ‘GM 560 7aL Direct Injection 4-2. System Components Parts Numbers Parts Name DENSO Parts Number Gar Manufacturer Parts Reference Number ‘Supply Pump "254000-0260 3973288060 HRT 94050-0021 9676020891 SAK injector (095000-53657 397601567 HRT (95000-5367 13976028081 95000-5477 BS7aZaTORI aK Rall (095480-0351 3973060692 aHKT 098840-0470 3973230190 oA Engine ECU 275600-2807 wstTOaTTS cg 2758002812 BSTATSOIGO aK 275800-2822 97375020024. Outline Outline of System ‘The common rail system was developed primatily to cope with exhaust gas regulations for diesel engines, and aimed for 4. further improved fuel economy; 2. noise reduction; and 3. high power output. ‘System Characteristics + The common rail system uses a type of accumulation chamber called a ral to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders. + Because the engine ECU controls the injection system (including the injection pressure, injection rate, and injection tim- ing), the injection system is unaffected by the engine speed or load + This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreas- fs the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration, + As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved. Injection Pressure Control + Enables high-pressure injection even at low engine speeds. + Optimizes control to minimize particulate matter and NOx emissions, Injection Timing Control Enables finely tuned optimized control in accordance with driving conditions, Injection Rate Control Pilot injection control sprays a small amount of fuel before the main injection, Common Rail System Injection Timing Control Injection Rate Control [Common Rail ystem| a ‘Conventional Pump Injection Pressure ‘Speed —> Injection Pressure Control Optimization, High Pressurization Ni Particulate injection —> Pressure NOx Optimization [Common Ral System jection Timing ‘Conventional Pump ‘Speed —> Trjection Rate { L\ Grankshat Angle—> Pilot Injection, Atcn inact Injection Quantity Control Speed 7 342 Cylinder injection Vohume Correcton 4 EGR (Exhaust Gas Recirculation) Control By recirculating the exhaust gas into the intake side of the engine, the combustion temperature is reduced and NOxis decreased,B. Comparison to the Conventional System Trine, VE Pump Common Rall System High-pressure Pipe emery Hoh Pres Rall nary High Pressure Tiner Nozzle Usa igh Pressure |Governor a System In-line Pump Injector Fuel Tank VE Pump [iyecton Quantity Contr Pump (Governor) Engine ECU, Injector (TWV)"t necton Tring Conta Pump (Timer) Engine ECU, Injector (TWV)™ Rising Pressure Pump Engine ECU, Supply Pump Disinbutor Pump Engine ECU, Ral [nedin essreCatal Dependent upon Speed and Injection Quantity Engine ECU, Supply Pump (SCV) “TTWV: Two Way Valve *2 SGV: Suction Control Valve adz01e2-2. Outline of System ‘A, Composition The common rail system consists primarly of a supply pump, ral. injectors, and engine ECU. a, 4HKt Fuel temperature sensor Vehicle speed—>| Accelerator opening >| Intake air pressure —>| Intake air temperature >| Coolant temperature >| Crankshaft position >| Engine ECU Inet sirtow ete t — ns } Injector Fuel temperature sensor ‘Supply pump 'SCV (suction control valve) Fueitank b. GHKt Fuel temperature sensor —p| Vehicle speed—>| ‘Accelerator opening Intake air pressure >| Intake air temperature >| Coolant temperature >| Crankshaft position —>| Cylinder recognition sensor —>| Engine ECU Intake airow rato Pressure limiter Injector Rail pressure well Sad | ol Fuel temperature Sensor ‘Supply pump ‘SCV (suction ‘control valve) Fol tankB. Operation a. Supply pump (HP&/HP4) The supply pup draws fuel from the fuel tank, and pumps the high pressure fuel to the rail, The quantity of fuel dis- charged from the supply pump controls the pressure in the rail, The SCV (Suction Control Valve) in the supply pump effects this control in accordance with the command received from the ECU, b. Rall The rail is mounted between the supply pump and the injactor, and stores the high pressure fuel. ©. Injector (G2 type) + This injector replaces the conventi nal injection nozzle, and achieves optimal injection by effecting control in accordance with signals from the ECU. Signals from the ECU determine the length of time and the timing in which current 's applied to the injector. + This in turn, determines the quantity, rate and timing ofthe fuel that is injocted from the injector. d. Engine ECU The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing ang n). pressure, as well as the EGR (exhaust gas recirculat 2-3. Fuel System and Control System A. Fuel System This system comprises the route through which diesel fuel lows from the fuel tank to the supply pump, via the rall, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overtiow pipe. B. Control System In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various sensors. The components of this system can be broadly divided into the following three types: (a.) Sensors; (b,) Engine ECU; and (c.) Actuators, a. Sensors Detect the engine and driving conditions, and convert them into electrical signals. b. Engine ECU Performs caleulations based on the electrical signals received from the sensors, and sends them to the actuators in order to achieve optimal conditions, ©. Actuators Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electron- ically controling the actuators. The injection quantity and timing are determined by controlling the length of time and the liming in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump, Sensor ('1 : DENSO products) Actuator [crater Poston Sensor Nef (GyshePanttaetres) \Cylinder Recognition ee Injector [ Ase Poten Serr Fist pe me | ‘Supply Pump (SCV) fp [EGR Engine Warning Licht Other Sensors and Switches3. Construction and Operation 341, Description of Main Components A. Supply Pump (HP3, HP4) a. Outline The supply pump consists primarily of the pump body (cam shaft, ring cam, and plungers), SCV (Suction Control Valve) fuel temperature sensor, and feed pump. Fuel Temperature Sensor Fuel Temperature Sensor + The two plungers for HPS or the three plungers for HP4 are positioned vertically on the outer ring cam for compactness. + The engine drives the supply pump at a ratio of 1:1. The supply pump has a builtin feed pump (trochoid ype), and draws the fuel from the fuel tank, sending it to the plunger chamber.+ The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to the ral. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is ‘a normally opened type (the intake valve opens during de-energization) sae va iris Press Ijeetr pa Dacha Vale‘ Valve = Fei | Plunger =~ Retum Pressure Return Spring Return = LF sev Fuel Overflow Oc HSS __- Regulating Valve Fuel iniot Sa Intake 5 pool Fuel Tank uel Filter (with Priming Pump}a © % ‘ a ee Oe oe ye Oo = iS mm OG om / a h_| > 19 | P oReacam Plunger A: Complete Compression Plunger B: Complete Intake Plunger A: Begin Compression Plunger B: Begin Intake Plunger A: Begin Intake Plunger B: Begin Compression Plunger A: Complete Intake Plunger B: Complete Compression < NOTE > There are 3 plungers for the HPA. 2B. Description of Supply Pump Components a. Feed Pump + The t ichoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it io the two plungers via the fuel filter and the SCV (Suction Control Valve), + The feed pump is driven by the drive shat, With the rotation of the inner rotor, the feed pump draws fuel from its suction Port and pumps it out throug! ischarge port. + This is done in accordance withthe space that increases and decreases with the movement of the outer and inner rotors. Quantity Decrease Quantity Decrease (Fuel Discharge} Outer Rotor, to Pump Chamber Y ¢ ge) Quantity Increase (Fuel Intake) trom Fuel Tank b. SCV: Suction Control Valve (Normally open type) ‘A\linear solenoid type valve has been adopted. The ECU controls the duty rato (the duration in which current is applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger. Because only the quantity of fuel that is required for achieving the target ral pressure is drawn in, the actuating load of the supply pump decreases, ‘When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the ar~ mature to the let side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and thus regulating the fuel quantity With the SCV OFF, the rum spring contracts, completely opening the fuel passage ard supplying fuelto the plungers (Full quantity intake and full quantity discharge) When the SCV is ON, the fore ofthe retum spring moves the cylinder tothe right, closing the fuel passage (normaly opened). + By tuming the SCV ON/OFF, ful is supplied in an amount corresponding tothe actuation duty rato, and fuels ois- charged by the plunger Exterior View of SCV Cross-section of SCV Return Spring oe Pump Body a Incase of short time ON duty “136Short time ON duty => large valve opening => maximum intake quantity Ry Pump Plunger, sev ‘Cylinder Laige Opening singer 14(CmC. Rail a. Outline Stores pressurized fuel (0 to 160 MPa{0 lo 1631.6 kg/cm} that has been delivered from the supply pump and distributes the fuel to each cylinder injector, A rail pressure sensor and a pressure limiter are adopted in the ral, The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, the pres- ‘sure limiter prevents the rail pressure from being abnormally high. This ensures optimum combustion and reduces com- bustion noise. For 4HK1 Prossure Sensor coco For 6HK1 Pressure Limiter Pressure Sensorb. Pressure Limiter + The pressure limiter opens to release the pressure if an abnormally high pressure is generated *+ When the ral pressure reaches approximately 200 MPa (2038 kg/em?), it trips the pressure limiter (the valve opens), When the pressure drops to approximately 50 MPa (509.5 kg/cm?), the pressure limiter retums to its normal state (the valve closes) in order to maintain the proper pressure. — : 4HK1 200 + 9 MPa (2038 92 kglem?) 6HK1 221 + 9MPa (2284 + 92 kglem*) Valve Open Valve Close '50 MPa (5095 kalom?) ©. Pressure Sensor + The rail pressure sensor (Pc sensor) is attached to the ral in order to detect the fuel pressure + Itis a semiconductor type pressure sensor that utilizes the characteristics of silicon, whereby the electrical resistance changes when pressure is applied to it 42V 10V Ve Vour GND ° 200 MPa (2038 kgfom2) + Itisnecessary to reset the ECU default value using the ISUZU diagnosis tool atthe time of supply pump service replace- ‘ment. In addition, the ECU has a function enabling it to learn the performance of the supply pump at the time of ECU service replacement, so ensure sufficient time (several minutes) is available ATd. Flow Damper + The flow dampers are installed al the outlet of rail to damp a pulsation of fuel pressure inside the ail ar to cut off the fuel supply when the fuel leaks in the downstream of low damper. The fuel is supplied to the injectors through an orifice of the piston, The pressure pulsation occurring in the ral is damped by a resistive force of the return spring (5) and @ passing resistance ofthe orifice (2), wherein the piston (4) acts as a damper. (Refer to the picture B) + Also, the leading end of piston (4) closes an fuel supply porto cut off the fuel supply, ifthe fuel leak occurs inthe injection pipe or injectors, and the fuel pressure on the downstream side of flow damper supplied through an orifice (2) + resistive force of retum spring (5) do not balance with the fuel pressure applied on the piston (4) surface prior to the orifice (2). (Refer to the picture c) *+ The piston (4) will return when the fuel pressure inside the rail less than 1.0 MPa (10.2 kaf/em?) (4) Piston (6) Housing (2) Orfice (3) Sit | (6) Retum Spring / \ \ (1) From Rail 1 Injector = “186° Injector (62 Type) a. Outline The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing, rate, and spray condition, in accordance with commands received from the ECU, b. Characteristics + A.compact, energy-saving solencid-control type TWV (Two-Way Valve) injector has been adopted + QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 base 16 char- acters) are engraved on the injector head, The 4HK1/6HKt engine common rail system optimizes injection volume con- trol using this information. When an injector is newly installed in a ve le itis necessary to enter the ID codes in the engine ECU using the ISUZU Diagnostic tool. Construction 30 base 16 characters Solenoid Valve Control Chamber Pressurized Fuel (from Rail) " ‘Command Piston Nozzle Spring. Pressure Pin Nozzle Needle. “1964. QR Codes + In order to minimize performance tolerance of injectors at replacing them, QR" (Quick Response) codes have been. adopted to enhance correction precision. + Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and thus the injection quantity control precision has improved. The characteristics ofthe engine cylinders have been further uni fied, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on. + QR code correction points Injection quantity @ Pressure Parameter GR code onthe injector connector ‘Actuating pulse width TO + Location of OR codes QR Codes ([]9.9mm) 1D Codes (G0 alphanumeric figures) Base 16 characters noting fuel injection quantity correction information for market service use. fe. Repair Procedure Changes + Differences in comparison with the conventional method of replacing injectors assembly are as shown below. < NOTE > ‘+ When replacing injectors with QR codes, or the engine ECU, itis necessary to record the ID codes (QR codes) in the ECU, (I the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise will result) New (Injector with OR Codes) 30 base 16 characters noting fuel injection quantity correction information displaed for market service use ID Code -20-+ Replacing the Injector "No correction resistance, $0 no electrical recognition capabilily” [ ecu * Necessary to record the injector ID codes in Engine ECU ‘Spare Injector + Replacing the Engine ECU "No correction resistance, s0 no electrical recognition capability” [LJomctnone sou * Necessary to record the injector ID codes in the engine ECU. Vehicle-side Injector E. Engine ECU (Electronic Control Unit) a. Outline This is the command center that controls the fuel injection system and engine operation in general Outline Diagram Sensor EngineECU Actuator Detection} map [|Calcutation||amp|Actuation 2h3-2. Description of Control System Components ‘A. Engine Control System Diagram Intake Air Temperature Sensor Mass Aittow Motor Intake Air Pressure Sensor Inter-Cooler 62 Injector vt Controller \VNT Actuator © Oxidation Catalyst EGR Cooler EGR Valve a. Fuel Temperature Sensor (THL) varies resistance according to temperature. tance and the thermistor resistance to detect the temperature. + The fuel temperature sensor detects the fuel temperature and outputsit to the ECU. The sensoruses a thermistor, which + As the ECU applies vollage to the thermistor, it uses a voltage resulting from the division of the computer internal resi VTHL (yy Eu. 8 +5V 4 VTHL, 3 Output Voltage A-GND, a0 0020 40 60 80 100 120(°C) = 40-4 32 68 104 140176 212 248.(F) Fuel Temperature THE 226‘Atmospheric Air Pressure Sensor (Builtn ECU) ‘This sensor converts the atmospheric air pressure into an electrical signal to correct fll load injection volume. VPATM Output Voltage (V) 3.8. 107 {1.09} ‘Almospheric Air Pressure (kPa {kglom?}) 2363-3. Various Types of Control ‘+ This system controls the fuel injection quantity and injection timing more optimally than the mechanical governor or timer Used in conventional injection pumps + For system control, the ECU makes the necessary calculations based on signals received from sensors located in the engine and on the vehicle in order to control the timing and duration in which current is applied to the injectors, thus re- alizing optimal injection timing ‘A. Fuel Injection Rate Control Function “The fuel injection rate control function controls the ratio ofthe quantity of fuel that is injected through the nozzle hole during a specitied period B. Fuel Injection Quantity Control Function ‘The fuel injection quantity control function, replaces the conventional governor function, and controls fuel injection to achieve an optimal injection quantity based on the engine speed and the accelerator opening C. Fuel Injection Timing Control Function “The fuel injection timing control function, replaces the conventional timer function, and controls the fuel injection to achieve an optimal injection timing according to the engine speed and the injection quantity D. Fuel Injection Pressure Control Function (Rail Pressure Control Function) + The fuel injection pressure contol function (rail pressure control function) uses a rail pressure sensor to measure fuel pressure, and feeds this data to the ECU to control the pump discharge quantity, + Pressure feedback controlis implemented to match the optimal quantity (command quantity) set according tothe engine speed and the fuel injection quantity. Input Signal (*1 : DENSO products) Control Output ‘Accelerator sensor >| NE Sensor (Crankshaft Position Sensor) -—| Fuel Injection Rate Control Fuel Injection Quantity Control roe soe —| pee ae ee Fuel Control Computer (Cylinder Recognition Sensor) ecu) Rail Pressure Sensor (*1) >| Various Sensors (1) Water Temperature Sensor Fucl Temperature Sensor fammmmmpp| | Aimospherc Air ‘Aimospheric Ar Temperature Prosatre Sensor Sensor ec Diagnosis Fuel Injection Timing Control Fuel Injection Pressure Contol 24E. Fuel Injection Rate Control a. Main Injection ‘Same as conventional fuel injection, b. Pilot Injection + Pilot injection is the injection of a small amount of fuel prior to the main injection, Pilot injection, Main Injection, + While the adoption of higher pressure fuel injection is associated with an increase in the injection rate, the lag (injection lag) that occurs from the time fuelis injected unt combustion starts cannot be reduced below a certain value. As a resul the quantity of fuel injected before ignition increases, resulting in explosive combustion together with ignition, and an crease in the amount of NOx and noise, Therefore, by providing a pilot injection, the intial injection rate is kept to the minimum required level dampening, the explosive frst-period combustion and reducing NOx emissions. i, L, TDC Combustion Process ‘Small Injection Amount Pror to Ignition High Injection Rate Pilot Injection Injection Rate Improvement Heat Generation Rate Large Pre-mixture ‘Combustion (NOx, Noise) ‘Small Pre-mixture ‘Combustion >} Ionition DelayF. Fuel Injection Quantity Control Starting Injection Quantity The injection quantity is determined based on the engine speed (NE) and water temperature while starting Starting Injection Quantity Water Temperature {___\_ engine speed + This quantity is determined in accordance with the engine speed (NE) and the accelerator opening + Increasing the accelerator opening while the engine speed remains constant causes the injection quantity to increase. b. Transient injection Quantity Correction When the changes in the accelerator opening are great during acceleration, the increase in fuel volume is delayed inhibit the discharge of black smoke. Injection Quantity Change in Accelerator Opening Injection Quantity ater Correction Delay Time es time ©. Basic Injection Quantity Basic Injection Quantity Accolorator Opening Engine Speed 26° tod. Injection Quantity for Maximum Speed Setting The injection quantiy is regulated by a value that is determined in accordance with the engine speed Injection Quantity for Maximum Speed Setting Engine Spood e, Maximum Injection Quantity Is determined in accordance with the engine speed and corrected by the coolant temperature signal. Basic Maximum Injection Quantity \ \ \ {___\._y engine spees t ‘Amount of Injection Quantity Intake Pressure Correction Limits the maximum injection qua ‘smoke when the intake air pressure is low. nity in accordance with the intake pressure, in order to minimize the discharge of Amount of Intake Air Pressure Corre 4 tion Engine Speed 2T-9. Amount of Injection Quantity by Atmospheric Air Pressure Correction With using almospherie air pressure sensor signal, the maximum injection quantity curve is corrected as shown in the figure below. ‘Amount of Atmospheric Air Pressure Correction Engine Speed encore h. Idle Speed Control System (ISC) Controls the idle speed by regulating the injection quantity in order to match the target speed, which has beon calculated by the computer, with the actual speed. The functions of the ISC can be broadly divided into the following two items: ) Auto Isc Controls the idle speed in accordance with the water temperature, Target Speed A 1 ____y ater Temperature (2) Manual Isc Controls the dle speed in accordance with the idle speed indicated on the manual idle setting knob provided al the driv ers seat. Target Speed ISC Knob Terminal Voltage ooo ee 28.(3) Air Conditioner Idl-up Contr! When the conditions shown in the chart on the right are realized, bring the idle-up speed to constant rpm. Conditions | Air Conditioning SW = *ON" 1— clutch Sw = IN* (Clutch Connection) [— Neutral SW = "ON" (Neutral) i. Auto Cruise Control + Controls the actual vehicle speed by regulating the injection quantity in order to match the target speed that has beon caloulated by the computer with the actual speed. + The CRS ECU controls the injection quantity in accordance with signals from the cruise control computer. 290G. Fuel Injection Timing Control The characteristics ofthe fuel injection timing vary depending on whether it's the main injection or the pilot injection, Although either the NE sensor or the auxiliary NE sensor is the reference for controling the injection timing, the NE sen- sor is ordinarily used for this purpose. . Main injection Timing + The basie injection timing is calculated in accordance with the final injection quantity, the engine speed, and the water temperature (with map correction). + While starting, itis calculated in accordance with the water temperature and the engine speed. Basic Injection Timing + Final Injection Quantity {______y engine speed . Pilot injection timing (Pilot Interval) + The pilot injection timing is controlled by adding the pilot interval to the main injection timing + The plot interval is calculated in accordance with the fina injection quantity, the engine speed, and the water temperature (with map correction) + While starting itis calculated in accordance with the water temperature and the engine speed. Pilot interval Final Injection Quantity Engine Speed ©. Fuel injection Pressure + Avalue is calculated as determined in accordance with the final injection quantity and the engine speed. + While starting, itis calculated in accordance with the water temperature and the engine speed. Rall Pressure. Final Injection Quantity Engine Speed -30-3-4. Engine ECU A, Diagnosis Codes a. 44K DTC Code Code Descrption PGES | Analog Sensor Refarenca Valage Oulput No.1 Too High P0642 _| Analog Sensor Reference Voltage Output No.1 Too Low P0653 _| Analog Sensor Reference Voltage Output No.2 Too High 0552 _| Analog Sensor Reference Voltage Oulput No.2 Too Low P0699 _| Analog Sensor Referenco Voltage Outpit No.3 Too High P0698 _| Analog Sensor Reference Voltage Output No.3 Too Low P0118 | Cooiant Temp. Sensor Signal Too High POTIT _ | Coolant Temp. Sensor Signal Too Low P0113 _| Intake Air Temp. Sensor Signal Too High P0112 _| Intake Air Temp. Sensor Signal Too Low P0163 _| Fuel Leak Temp. Sensor Signal Too High P0182 _ | Fuel Leak Temp. Sensor Signal Too Low POTS _| ATM Temp, Sensor Signal Too High P0112 _| ATM Temp. Sensor Signal Too Low P0193 _| GiRal Press, Sensor Signal Too High P0192 _ | GiRall Prose, Sensor Signal Too Low 2229 | Atom Press. Sensor Signal Too High P2228 _ | Atom Press. Sensor Signal Too Low 0238 _ | Boost Pressure Sensor Signal Too High 0237 _ | Boost Pressure Sensor Signal Too Low P0563 _| Ignition? Voltage Too High P0562 _| Ignition’ Voltage Too Low P0103 _| MAF Sensor Signal Too High P0102 _ | MAF Sensor Signal Too Low P1597 _ | PTO Accelerator Sensor Signal Too High P1504 _| Idleup Signal Too High P1593 _| Idleup Signal Too Low P0406 _ | EGR Position Signal Too High P0405 _ [EGR Position Signal Too Low P0571 _ | Cruise / Brake Switch Gicull Malfunction P0567 _| Cruise Resume / Accolerator Signal P0568 _| Cruise Set/ Coast Signal Malfunction P0395 _| Grank Sensor No Pulse 0340 _ | Cam Sensor No Pulse 0082 | SCV (+) output short to BATT SCV (-) output short to BATT 3t-DTC Code Code Description P0081 | SGV (+) output open Load / snort fo GND SGV (-) output open Load / short to GND SCV coll open P1264 | COM? ouput short to BATT, TWV1 or 3 (or 5) output short to BATT P1263 | COMT output short to GND; TWV1 or3 (or 5) output short to GND P2152 | COMT output open load; Both TWV1 or 3 (or 5) output open load P1265 | COM2 output short to BATT, TWV2 or 4 (or 6) output short to BATT P1265 | COM? output short to GND; TWV2 or 4 (or 6) output short to GND P2155 | COM? output open load; Both TWV2 or 4 (or 6) output open load P0201 | TWV1 output open load Injectorit coil open 0202 | TWV2 output open load Injector coil open P0203 | TWV3 output open load Injector coil open P0204 | TWV4 output open load Injector#2 coil open P1261 _ | Capacitor charge-up circult malfunction (insufficient charge) P1261 _| Capacitor charge-up circuit malfunction (excessive charge) P0088 _| Common ral pressure exceeds upper P0088 | Common ral pressure exceeds hi upper limit P0382 _| Glow Controller Command Line Short to BATT 0382 _| Glow Controller Command Line Open Load / Short to GND P1084 _| G/Rail Press. Sensor Performance Invalid included fuel leak P0087 _ | PIL (pressure miler activated P1404 | EGR Position Error P0400 _ | EGR Duly Error P0500 _ | Vehicle Speed Sensor Malfunction 0606 | CPU fault “Main CPU fault 0606 | CPU fault -Watchdog IC fault P0602 _ | EEPROMIEERPOM Emulation via Flash EPROM Wite Error P0219 _| Engine oversun 0512 _ | Starter Switch Shor to BATT 32.DTC Code Code Description POGE | Main relay dlagnostos, Main relay stuck closed P0089 | Supply pump control valve (suction control valve) stuck P0299 _ | Boost Pressure Sensor exceeds lower limit P0234 | Boost Pressure Sensor exceeds upper limit 2283 _| Supply pump protection P2294 | Supply pump exchange P1093 _ | Supply pump malfunction P2122 _ | Accelerator Pedal Position Sensor 7 Low Vollage P2123 _| Accelerator Pedal Postion Sonsor + High Volage P2127 _ | Accelerator Pedal Position Sensor 2 Low Voltage P2128 _ | Accelerator Pedal Position Sensor 2 High Vollage P2132 _ | Accelerator Pedal Position Sonsor 3 Low Voltage P2133 _| Accelerator Pedal Postion Sonsor 3 High Volage P1125 _| Pedal Postion Sensor Grcult Intermittent P2138 _ | Accelerator Pedal Postion Sensor 1, 2 Correlation Error P2140 _ | Accelerator Pedal Postion Sensor2, 3 Correlation Error P2139 _| Accelerator Pedal Postion Sensor 1, 3 Correlation Error Uzt04 _ | CAN Bus Error U2106 _ | GAN TOW SOH Diagnostic 0602 _| GR Gode Not Programmed 0602 | GR Gode ERROR 33+b. eHK1 DTC Code Code Deseription POGET | Analog Sensor Reference Vallage Output No.1 Too High P0641 _ | Analog Sensor Reference Voltage Output No.1 Too Low 06ST _| Analog Sensor Reference Voltage Output No.2 Too High POGST _ | Analog Sensor Reference Voltage Output No.2 Too Low P1626 _ | Analog Sensor Reference Voltage Output No.3 Too High P1646 _| Analog Sensor Reference Voltage Output No.3 Too Low P0118 | Coolant Temp. Sensor Signal Too High P0117 _ | Coolant Temp. Sensor Signal Too Low P0113 _| Intake Air Temp, Sensor Signal Too High PO1T2 _| Intake Air Temp. Sensor Signal Too Low P0183 _| Fuol Leak Tomp. Sensor Signal Too High 0182 _| Fuel Leak Temp. Sensor Signal Too Low 0523 _| Oil Press. Sensor Signal Too High 0522 _| Oil Press. Sensor Signal Too Low P0463 _| Fusl Level Sensort Signal Too High P0462 _| Fusl Level Sensor’ Signal Too Low Pi433__| Fusi Level Sensor? Signal Too High P1432 _ | Fusl Level Sensor? Signal Too Low P0183 _| GiRal Press, Sensor Signal Too High P0182 _| GiRal Press, Sensor Signal Too Low P0180 _| GiRall Press, Sensor Signal Keeping the middle range P0108 | Alom Press. Sensor Signal Too High P0107 _ | Alom Press. Sensor Signal Too Low 0238 _ | Boost Pressure Sensor Signal Too High 0237 _ | Boost Pressure Sensor Signal Too Low P0563 _| Ignition? Voltage Too High P0562 _| Ignition? Voltage Too Low 2008 _ | MAF Sensor Signal Too High 2004 | MAF Sensor Signal Too Low 2005 | PTO Accelerator Sensor Signal Too High 2007 __| WNT Current Too High 2008 _| VNT Current Too Low P0704 _ | Clutch Pedal Switch Circuit P0571 _| Cruise / Brake Switch Cirult Malfunction P0571 _| Gniise/ Brake Switca Girt Malfunction P0567 _| Cruise Resume / Accelerator Signal P0568 _| Cruise Set/ Coast Signal Mafunction P0335 _| Grank Sensor No Pulse 0385 _ | Gam Sensor No Pulse 34.DTC Code Code Description P0082 | SCV (+) output short to BATT SCV (-) output short to BATT P0081 | SCV (+) output open Load / short fo GND SCV (-) output open Load / short to GND SCV coll open P1264 | COM? output short to BATT, TWV1 or 3 (or 5) output short to BATT P1263 | COMT output short to GND; TWV1 0F3 (or 5) output short to GND 2011 | COMt ouiput open load; Both TWV1 or 3 (or 5) output open load P1266 | CON2 output shor to BATT: TWV2 or 4 (or 6) output short to BATT P1265 | COM? output short to GND; TWV2 or 4 (or 6) output short to GND P2012 | GOM2 output open load; Both TWV2 or 4 (or 6) output open load 0201 | TWV1 output open load Injector coil open P0202 | TWV2 output open load Injector coil open P0203 | TWV3 output open load Injector coil open P0204 | TWV4 output open load Injector#6 coll open 0205 | TWV5 output open load Injector#2 coil open 0206 | TWV6 output open load Injectors coil open P1261 _ | Capacitor charge-up circuit malfunction (insufficient charge) P1261 _| Capacitor chargo-up circuit malfunction (excessive charge) 1088 | Common ral pressure exceeds hi upper limit 0382 _| Glow Controter Command Line Short to BATT 0382 _ | Glow Controller Command Line Open Load / Short to GND P0500 _ | Vehicle Speed Sensor Malfunction P0087 _| GiRall Press. Sensor Performance Invalid induded fuel leak P1087 _| PIL (pressure limiter) activated P2565 _| VNT Position Signal Too high 2564 _ | VNT Position Signal Too low 2900 _| VNT Position Stick P2901 _| EGR Brushless motor Position Sensor Signal Invalid 2902 | EGR Brushless motor Performance ErrorDTC Code Code Description P2803 | EGR Valve openiGlase Sick 0606 | GPU faut -Main CPU fautt 0606 | GPU fault Watchdog IC fault P1621 _ | EEPROM/EERPOM Emulation via Flash EPROM Write Error P0219 _| Engine overnun 0512 _| Starter Switch Shor to BATT 2820 _ | Main relay diagnostics Main relay stuck closed P0088 _| Supply pump contol valve (auction control valve) stuck 0234 _ | Boost Pressure Sensor excoods upper limit P0234 | Boost Pressure Sensor exceods uppar limit (Long time) 2921 _| Supply pump protection P2922 _| Supply pump exchange 2923 _ | Supply pump malfunction P1277 _| Accelerator Pedal Postion Sensor 7 Low Voltage P1278 _| Accelerator Pedal Position Sensor 1 High Volage P1282 _ | Accelerator Pedal Postion Sensor 2 Low Voltage: P1263 _| Accelerator Pedal Position Sensor 2 High Voltage P1287 _ | Accolerator Pedal Position Sensor 3 Low Voltage P1288 _| Accelerator Pedal Postion Sansar 3 High Volage P1125 _| Pedal Postion Sensor Gioult Intermittent Pi271 _ | Accelerator Pedal Postion Sensor 1, 2 Correlation Error P1272 _ | Accelerator Pedal Postion Sensor 2, 3 Gorrelation Error P1273 _| Accelerator Pedal Postion Sensor 1, 3 Correlation Error 1300 _ | Class2 Bus Short to Ground Ui307 | Clase? Bus Shor wo Baliery U2t04 | CAN Bus Error P0461 _ | Fuel Level Sensor Grout Performance 0602 | GR Code Nol Programmed 0602 | GR Code ERROR 36°B. ECU Extemal Wiring Diagram 1) c HK Diagram‘4H Diagram (2) ecu (049) © br noun Giemsa HO ang | nr to aracio commons een eB berm nT i een] bos Te] 9 eS wer osu | af [26 a ® GH Soe [EE i an 1 7 i or Deorews 7 Owmn Sores 38+©. GHK1 Diagram (1) 5 ‘J é ox bdo: rroos: & iexrnonat Qemsw putes exon Prusow Opp nS a | +2: This terminalis unused, 441 aL sata Qian nnn nnn nnne “1: In case of connecting to outside wiring, note that this termonalis connected to +B inside ECU. 39.J 6HK1 Diagram (2) ~ + {i ey Pee POR ARE a nen =) | af ieee F 3] 5 | es Fim Poe | om Ss mes aiid] | wep a ' J>RessuRE 5 t | ea=| wae nmeg a Ae wwecoonn |_| cow i © |_pearanesorenon} son HE See TS a7 po a @——__2 -40-C. ECU Connector Diagram 4HK1 ECU Connector Terminal Layout ECU CONNECTOR PIN ASSIGNMENT; 154PIN b, [UDELL ee WA eS EEE PEEPEEE — (ey BORA Aae BBaEEAEE 4 coca EERE iy asain = i Ean ose TRENT OEE Tar AraC PSRTONTSE | cro FOREN ics | Ares | ACoTROETTONSe ex [en [ECU SENSOR at PRL] PTO REL WG a 735 ou oer ros TG CONTROL RESTOR [3s | i A-8 | APS2-GND VSRTN2 A-38 | N/A (ATM TEMP SIG) 7 Larsson [van nao | sro sree RT | PRELGN PTO RESEND oS = mW aon) zal . its a ren} ra feoer nonrroea re=Deng maa = rea [SLO ORTTORS FE=DERCRI a/R eon a ic cori canta cay cance me cmuae REcUMEmcoee | Gant] ean to 77a |ono-sn | RUSE SETCORST SW ro aaa — | Sora oe fod an |euser | ss af rooed ic cineca en ice ear aseae | aaTE wate = rc | | OWE MATAR a SSW ENON is | aa EOE RANT RET is | Boro Foner or ica ares oom ener za Rano | POWER GN maf = xan [CICoNTROU RESTOR 2) on | feeives) AtNo. | Terminal Name Content No. | Terminal Name Content at | NA (AGG INPUT) wa, GcL GLOW LAMP 82 [BKT-SW BRAKE 7 SW 80 | MIL CHECK ENGINE LAMP 83 [BKZSW BRAKE 2 SW a1 [ORME CRUISE MAIN LAMP 64 [CLSW CLUTCH SW 82 [AT-TACHO | AT-TACHO 'A-65 | SHUTDOWN-SW | ENGINE SHUTDOWN SW 83 [NA (SP2 GND) 79-56 | DIAG CLEARSW | DIAG CLEAR SW a4 [CRSETL CRUISE SET LAMP 7-67 [EXB-SW EXHAUST BRAKE SW 85 [NIA (SP2) 68 [— = 86 |1GBC-SW __ [IGNORE BRAKE/CLUTCH SW 1-69 [REF-SW REFRIGERATOR SW A387 [NA (TORQUE LIMIT SW) 70 | NIA (GLOW MONITORT FEEDBACK) | A-88 | CCDIS-SW | CAB CONTROL DISABLE SW NIA (TORQUE CUT Sw) 789 SSPASW _|SETSPEEDASW NA (GLOW MONITORS FEEDBACK) |A-90/SSPB-SW | SET SPEED B SW +B POWER ot [RSET-SW [REMOTE SET SW ELCOnT | GLOW CONTOROLLER a2 /RRESSW | REMOTE RESUME SW PTOENREL | PTO ENGAGE RELAY 93 | PTOENSW | PTO ENGAGE SW ‘76 | STAEN-REL__| STARTER ENABLE RELAY 94 [PTODIS-SW__ [PTO DISABLE SW a7 [EXB-REL EXHAUST BRAKE RELAY 95 [PTOFB.SW [PTO FEEDBACK SW 776 | NIA (EXHAUST BRAKE LAMP) 36 | STASW CRANKING REQUEST SW No. | Terminal Name Content No. | Terminal Name Content Ba [NA (INTAKE DG MOTOR) B22 [— = B2 [NA (INTAKE DC MOTOR?) B23 [NA (INCA-BAT) BS [COMMONT | INJECTOR POWERT 5-24 | PBOOST BOOST PRESSURE SIG. B4 [GOMMON2 _ | INJECTOR POWER2 8-25 | PFUEL RAIL PRESSURE SIG, BS |COMMONT | INJECTOR POWER? 3-26 | PFUEL Rall PRESSURE SIG. BS |GOMMON2 | INJECTOR POWER2 B27 | NA (OIL PRESSURE SIG) 87 [EBMt EGR DC MOTOR 1 5-28 | MAF MAF SIGNAL 83 [EBM EGR DC MOTOR 2 6-29 [INT INTAKE POSITION SIG. 52 [NA (EGR BRUSHLESS MOTOR W) [8-30/G CAM ANGLE B10 |— = B31 | NEw ‘CRANK POSITION® B11 [NA (INCA-GND) 3-32 [NE ‘CRANK POSITION- 8-12 |PB-GND BOOST PRESSURE GND 8-33 | SCVHI ‘SOV HIGH SIDE B13 [PFUEL-GND _| RAIL PRESSURE GND 8-34 | SCVHI ‘SOV HIGH SIDE 14 /POIL-GND _| OIL PRESSURE GND 3-35 | TH COOLANT TEMP, B15 |[MAF-GND | MAF GND 3-36 [NA (ENGINE OIL TEMP) 8-16 [INT-GND INTAKE POSITION GND 8-37 [THA 17 /EGR-GND | EGR POSITION GND 3-38 | NA (EGR-U POSITION SIG.) B18 [SLD GAM ANGLE GND 3-39 [NA (EGR-V POSITION SIG) 19 [NESLD GRANK POSITION GND 3-40 [NA (EGR-W POSITION SIG) 8-20 | SCVLO SCV LOW SIDE Bat | THEY FUEL TEMP B21 |ScvLo ‘SGV LOW SIDE B42 [NA (FUEL TEMP. #2) 42.‘No, | Terminal Name Content No, | Terminal Name Content Bas | TWD INJECTOR DIGYL2) B51 | GV ‘CAM ANGLE VB Baa |— = 3-52 [NA (COW OIL LEVEL SW B45 |TV INJECTOR B(CYL3) B53 [EGRPOS | EGR-POSITIONSIG (0G MOTOR) B46 | PBVGG ‘BOOST PRESSURE VOC B54 |— = 8.47 | PFUELVCC | RAIL PRESSURE VoC B55 |— = B48 POILVEC | OIL PRESSURE VOC 8-56 [TWV-C INJECTOR GICYL4) B49 /EGRVCG | EGR POSITION VC B57 |— = 8-50 [INT-VEC | INTAKE POSITION VEC B58 [TWA INJECTOR A(CYL1) ‘+ N/A: Component is not mounted (circuit pattern only). Note that the VCC and GND and pin No. A-78 for sensors are connected inside ECU. -43-©. BHK1 ECU Connector Terminal Layout SESE) [ees ‘A-7 | APS1-GND ‘VSRTN1 ‘A-38 | LFUEL2 FUEL LEVEL 2 SIG (ATM TEMP) =r = a . = - ee i a aa =s - = — e (Q CONTROL RESISTOR 1) ‘A-60 | — — (Q CONTROL RESISTOR 2) ‘A-61 | ACGL-SW ACG-L INPUTNo. | Terminal Name Content No. | Terminal Name Content ABS | BRZ-SW BRAKE? SW 7-80 | Mic ‘SERVICE ENGINE SOON [AVP aaa [CLSW CLUTCH SW VSOUTT “KPPM A65 [NSW NEUTRAL SW 82 | VSOUTA ‘2KPPM (128KPPM) ‘A66 | DIAG CLEAR-SW | DIAG CLEAR SW = 67 | EXB-SW EXHAUST BRAKE SW ‘AIG CLUTCH RELAY 7-58 | FIDL-SW FAST IDLE SW = ‘69 | FAXLESW __| FRONT AXLE SW 85 | IGBC-SW IGNORE BRAKE/CLUTCH SW a-70 [LCL-SW LOW COOLANT LEVEL SW 587 [NA (TORQUE LIMIT SW) Aq | REV-SW REVERSE SW 4-88 [CCDIS-SW | CAB CONTROL DISABLE SW 72 | WiF-SW WATER IN FUEL SW 7-89 | SSPA-SW ‘SET SPEED ASW A073 |B)“ (POWER) SSPB-SW ‘SET SPEED B SW A74 [OCREL ‘GLOW PLUG RELAY RSET-SW REMOTE SET SW 75 |PTOEN-REL | PTO ENGAGE RELAY RRES-SW REMOTE RESUME SW 7-76 | STAEN-REL__| STARTER ENABLE RELAY 783 | PTOEN-SW | PTOENGAGE SW EXB-REL EXHAUST BRAKE RELAY 34 |PTODIS-SW | PTO DISABLE SW FIDL FAST IDLE ENGAGE LAMP 7-95 [PTOFB-SW [PTO FEEDBACK SW cu GLOW LAMP STASW ‘GRANKING REQUEST SW No. | Terminal Name Content No. | Terminal Name Content a1 [ANT ‘AVNT DRIVE B23 [ NA (INCABAT) B2 |— = 5-24 | PBOOST BOOST PRESSURE SIG. 5-3 | COMMONT INJECTOR POWERT 5-25 | PFUEL RAIL PRESSURE SIG. 4 [COMMON2 [INJECTOR POWER 8-26 | PFUEL RAIL PRESSURE SIG, 3-5 | COMMONT INJECTOR POWERT 3-27 | POI ‘OIL PRESSURE SIG. 3-6 | COMMON2 | INJECTOR POWER 5-28 | MAF MAF SIGNAL 37 [EBMU EGR BRUSHLESS MOTORU _[8-29| VNTPOS-SIG_| VNT POSITION SIG, 38 | EBM EGR BRUSHLESS MOTORV | 8-20/6 CAM ANGLE 39 | EBMW EGR BRUSHLESS MOTORW | 8-31 |NE+ ‘CRANK POSITION+ 10 |— = 3-32 | NE- ‘CRANK POSITION: ett [NA (INCA-GND) 8-33 | SCVHI SCV HIGH SIDE B12 | P&-GND ‘BOOST PRESSURE GND 8-34 | SOVAI SGV HIGH SIDE B13 |PFUEL-GND | RAIL PRESSURE GND 3-35 | THW ‘COOLANT TEMP, B14 | POIL-GND ‘OIL PRESSURE GND THO ENGINE OIL TEMP, B16 | MAF-GND_ MAF GND THA INTAKE AIR TEMP. B16 | VNTPOS-GNO | VNT POSITION GND EGRUPOS | EGR-U POSITION SIG. B17 [EGR-GND EGR POSITION GND EGR-VPOS | EGRV POSITION SIG. B18 [ESL ‘CAM ANGLE SHIELD GND EGRWPOS | EGRWPOSITION SIG. B19 [NE-SLD ‘CRANK POSITION SHIELD GND THFI FUEL TEMP B20 | SOVLO ‘SOV LOW SIDE B42 | THF2 "2 FUEL TEMP. #2 B21 | SOVLO ‘SOV LOW SIDE B43 TWD INJECTOR D B22 |— = a4 TWF INJECTOR FNo, ] Terminal Name Content No, ] Terminal Name Content Bas | TWE INJECTOR B B52 |LOLSW TOWOIL LEVEL SW 3-46 | PBVCC BOOST PRESSURE VOC 353 |— = B47 | PFUELVGG | RAIL PRESSURE VOG B54 |— = B48] POLVCC | OIL PRESSURE VEC B55 |— = B49 |EGRVGG EGR POSITION VCC B56 [TW INJECTOR C 8-50 | VNTPOS-VGC_| VT POSITION VEG B57 [TWVE INJECTOR 8571 |GVB ‘CAM ANGLE VB B58 | TWA INJECTOR A < NOTE > N/A: Component is not mounted (circutt pattern only) -48- “1: Incase of connecting to outside wiring, note that this terminalis connected to +B inside ECU "2: This terminalis unused,