DENSO MZR-CD 2.2 Engine SERVICE MANUAL
The MAZDA3, MAZDA6, and CX-7 are equipped with a Common Rail System (CRS) that controls fuel injection timing and quantity for the MZR-CD 2.2 engine. This manual provides information on the operation of the CRS, including its components, mounting locations, and control system.
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MZR-CD2.2 Engine
COMMON RAIL SYSTEM (CRS)
SERVICE MANUAL: Operation
Issued : February 2009
Revised : October 2009
Applicable Vehicle :
Manufacturer
MAZDA
Vehicle Name
MAZDA3
MAZDA6
CX-7
00400689EA
Revision History
Date
2009.10
Revision Contents
Added applicable vehicles and products.
Added system information for the CX-7.
Sensor Operation
Selective Catalytic Reduction (SCR) System
DIAGNOSTIC TROUBLE CODES (DTC)
Engine ECU External Wiring Diagrams
ECU Connector Terminal Layout
© 2009 DENSO CORPORATION
All rights reserved. This material may not be reproduced or copied, in whole or in part, without the written permission of DENSO Corporation.
Table of Contents
Operation Section
1. PRODUCT APPLICATION INFORMATION
1.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2
Applicable Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.3
System Component Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2. SYSTEM OUTLINE
2.1
Configuration and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
2.2
Component Mounting Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
3. SUPPLY PUMP
3.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
3.2
Suction Control Valve (SCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
4. RAIL
4.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
4.2
Rail Pressure Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
4.3
Pressure Limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
5. INJECTOR
5.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
5.2
Quick Response (QR) Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
6. OPERATION OF CONTROL SYSTEM COMPONENTS
6.1
Engine Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
6.2
Sensor Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
7. CONTROL SYSTEM
7.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
7.2
Fuel Injection Timing Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
7.3
Idle Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
7.4
Microinjection Quantity Learning Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
7.5
Run Dry Prevention (RDP) Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
7.6
Diesel Particulate Filter (DPF) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26
7.7
Selective Catalytic Reduction (SCR) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
8. DIAGNOSTIC TROUBLE CODES (DTC)
8.1
About the Codes Shown in the Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
8.2
DTC Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30
9. CONTROL SYSTEM COMPONENTS
9.1
Engine ECU External Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
9.2
ECU Connector Terminal Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
10. AIR BLEEDING FROM THE FUEL INTAKE LINE
10.1
Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42
10.2
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42
Operation Section
1 1
1. PRODUCT APPLICATION INFORMATION
1.1 Outline
The MAZDA3 has undergone a full model change. In addition, the engine used in the MAZDA6 has been changed. As a result, the MZR-CD 2.2 engine is now used in both the MAZDA3, and MAZDA6. Further, the
Common Rail System (CRS) has been modified due to the aforementioned engine change. For CRS basics, refer to the "COMMON RAIL SYSTEM SERVICE MANUAL -OPERATION (Doc ID:00400534EA)".
Modifications made due to the model change are listed below.
Maximum injection pressure increased to 200 MPa.
Run Dry Prevention (RDP) control added.
Microinjection quantity learning control added.
Diesel Particulate Filter (DPF) system added.
As a result of a model change to the MAZDA CX-7 beginning from October 2009, the CX-7 now also uses the MZR-CD 2.2 engine. The MZD-CD 2.2 engine in the CX-7 is equipped with the Selective Catalytic
Reduction (SCR) system. The SCR system dramatically reduces the quantity of NOx exhaust, and achieves superior environmental protection functionality suited to the stringent European emission standards stipulated in the "EURO 5" regulations.
In comparison to the CRS used in the MAZDA3 and MAZDA6, the CRS for the CX-7 includes the following additional system. An explanation of this system has been added to this manual.
Refer to [Selective Catalytic Reduction (SCR) System] on P1-29
Unless otherwise noted, the explanations for each control and part applies to all three vehicles mentioned in this manual.
1.2 Applicable Vehicles
Engine Engine Displacement Destination Model Name
MAZDA3
MAZDA6
CX-7
MZR-CD 2.2
2.2 L Europe
Line Off Period
January 2009
May 2008
October 2009
Operation Section
1 2
1.3 System Component Part Numbers
MAZDA3/MAZDA6
Part Name
Supply Pump
Injector
Rail
DENSO Part
Number
294000-062#
295050-001#
095440-115#
275800-837#
Engine ECU
275800-838#
275800-839#
275800-914#
275800-915#
Manufacturer Part
Number
R2AA13800
R2AA13H50
R2AA13GC0
R2AJ18881
R2AK18881
R2AW18881
R2AA18881
R2AB18881
R2AC18881
R2AG18881
Remarks
MAZDA3 low output engine
MAZDA3 high output engine
MAZDA3 for Australia
MAZDA6 low output engine
MAZDA6 intermediate output engine
MAZDA6 high output engine
MAZDA6 for Australia
RF7J18211
Manifold Absolute Pressure (MAP)
Sensor
Crankshaft Position Sensor (NE)
Camshaft Position Sensor (TDC)
Mass Air Flow (MAF) Meter
Coolant Temperature Sensor
275800-916#
275800-917#
079800-744#
Exhaust Temperature Sensor
A/F Sensor
Differential Pressure Sensor
Accelerator Pedal Module
Diesel Throttle
949979-191#
197400-201#
179700-022#
265600-244#
265600-245#
265600-199#
265600-200#
211200-437#
211200-438#
104990-172#
104990-153#
198800-348#
197920-007#
R2AA18221A
ZL0113215
B59318840A
R2AJ187G0A
R2AK187G0A
RF8G187G0
RF8H187G0
R2AJ188G1A
R2AA188G1
R2AJ182B5
RF8G182B5
CC3041600
R2AA136B0
MAZDA3
MAZDA6
MAZDA3
MAZDA6
MAZDA3
MAZDA6
Operation Section
1 3
CX-7
Part Name
Supply Pump
Injector
Rail
Engine ECU
Manifold Absolute Pressure (MAP)
Sensor
Crankshaft Position Sensor (NE)
Camshaft Position Sensor (TDC)
Mass Air Flow (MAF) Meter
Coolant Temperature Sensor
Exhaust Temperature Sensor 1
Exhaust Temperature Sensor 2
Exhaust Temperature Sensor 3
A/F Sensor
Differential Pressure Sensor
Accelerator Pedal Module
Diesel Throttle
DENSO Part
Number
294000-062#
295050-001#
095440-115#
275800-949#
079800-744#
949979-191#
197400-224#
179700-022#
265600-261#
265600-262#
265600-263#
211200-441#
104990-155#
198800-736#
198800-739#
197920-007#
Manufacturer Part
Number
R2AA13800
R2AA13H50
R2AA13GC0
R2AX18881D
RF7J18211
Remarks
R2AA18221
L3K913215
B59318840A
R2AX187G0B
R2BA187G0B
R2BB187G0B
R2AX188G1
R2AX182B5
L20641600A
EG2141600A
R2AA136B0
Right-hand driver vehicles
Left-hand driver vehicles
2. SYSTEM OUTLINE
2.1 Configuration and Operation
The primary CRS components are shown in the figure below.
Operation Section
1 4
2.2 Component Mounting Locations
The mounting locations for primary CRS system components are shown in the figure below.
Operation Section
1 5
3. SUPPLY PUMP
3.1 Outline
The supply pump equipped with the Mazda3 and Mazda6 uses a compact (SV2) Suction Control Valve
(SCV), the same as prior to the model change.
Operation Section
1 6
3.2 Suction Control Valve (SCV)
The SCV is a linear type solenoid valve. The length of time that the ECU applies current to the SCV is controlled (duty cycle control) in order to regulate the volume of fuel suctioned into the pumping area. Since only the volume of fuel required for the target rail pressure is drawn in, the drive load on the supply pump decreases, thus resulting in improved fuel economy.
(1) SCV opening small (duty on time long - Refer to the "Relationship between actuation signal and current" figure.)
When the SCV opening is small, the fuel suction area is kept small, thereby decreasing the transferable fuel volume.
Operation Section
1 7
(2) SCV opening large (duty on time short - Refer to the "Relationship between actuation signal and current" figure.)
When the SCV opening is large, the fuel suction area is kept large, thereby increasing the transferable fuel volume.
(3) Relationship between actuation signal and current
Operation Section
1 8
4. RAIL
4.1 Outline
The rail stores high-pressure fuel delivered from the supply pump for distribution to the individual injector for each cylinder. A rail pressure sensor, and pressure limiter are attached to the rail.
The rail pressure sensor detects the fuel pressure within the rail, and sends a corresponding signal to the engine ECU. The engine ECU then controls fuel pressure based on the aforementioned signal information.
The pressure limiter releases fuel from the rail when the rail internal pressure becomes abnormally high.
4.2 Rail Pressure Sensor
The rail pressure sensor detects the fuel pressure in the rail, and sends a corresponding signal to the engine
ECU. The sensor is made from a semiconductor that uses the Piezo resistive effect to detect changes in electrical resistance based on the pressure applied to the elemental silicon. In comparison to the old model, the current sensor is compatible with high pressure.
Operation Section
1 9
4.3 Pressure Limiter
The pressure limiter releases fuel when the internal rail pressure becomes abnormally high. The pressure limiter opens when internal pressure reaches 241 MPa (2458 kg/cm2), and closes when rail pressure reaches a given set pressure. Fuel released from the pressure limiter is returned to the fuel tank.
Operation Section
1 10
5. INJECTOR
5.1 Outline
The G3 type injectors equipped in the MAZDA3, MAZDA6 and CX-7 can inject fuel at extremely high pressure (200 MPa). As a result, the atomization of the fuel mist from the nozzle has been improved, leading to increased combustion efficiency, and reduced exhaust gas quantity.
Operation Section
1 11
5.2 Quick Response (QR) Codes
Conventionally, injectors were corrected during replacement using a correction resistor. However, QR codes have been adopted to improve injection quantity precision.
QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points, greatly improving precision. The characteristics of the engine cylinders have been further unified, primarily contributing to improvements in combustion efficiency, and reductions in exhaust gas emissions.
Operation Section
1 12
(1) Repair procedure changes (reference)
When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes in the
ECU. (If the ID codes for the installed injectors are not registered correctly, engine malfunctions such as rough idling and noise will result). The ID codes are registered in the ECU at a MAZDA dealer using approved MAZDA tools.
Injector Replacement
Engine ECU Replacement
1 13
Operation Section
6. OPERATION OF CONTROL SYSTEM COMPONENTS
6.1 Engine Electronic Control Unit (ECU)
The engine ECU is the command center that controls the fuel injection system, as well as overall engine operation.
Operation Section
1 14
6.2 Sensor Operation
(1) Crankshaft position sensor (NE sensor)
The pulse wheel attached to the crankshaft pulley has 56 projections and spaces with 6 ° of crank angle between each projection.
The NE sensor consists of an IC with an integrated Magneto Resistance Element (MRE) and signal processing circuit, as well as a magnet. Sensor output signal reliability has been improved by using the
MRE, resulting in the detection signal amplitude being wider compared to the Hall element.
Signal detection utilizes special characteristics of the MRE to change the electrical resistance corresponding to the magnetic field and magnetic flux changes.
The change in magnetic flux detected by the MRE (MRE output) is turned into short waves or rectangular waves at the signal processing circuit, and then inputted to the ECU as a sensor output signal.
If the NE sensor is removed, installed, or replaced, magnetized objects such as metal shavings adhering to the sensor may cause fluctuations in the magnetic flux of the MRE. As a result, engine control may be adversely affected due to abnormal sensor output.
Operation Section
1 15
(2) Camshaft position sensor (TDC sensor)
The TDC sensor consists of an IC with an integrated Magneto Resistance Element (MRE) and signal processing circuit, and a magnet. Sensor output signal reliability has been improved by using the MRE, resulting in the detection signal amplitude being wider compared to the Hall element.
Signal detection utilizes special characteristics of the MRE to change the electrical resistance corresponding to the magnetic field and magnetic flux changes.
The change in magnetic flux detected by the MRE (MRE output) is turned into short waves or rectangular waves at the signal processing circuit, and then inputted to the ECU as a sensor output signal.
Five pulses are detected for every one rotation of the camshaft via the projections on the drive gear plate
(component with drive gear) installed on the rear of the camshaft.
If the TDC sensor is removed, installed, or replaced, magnetized objects such as metal shavings adhering to the sensor may cause fluctuations in the magnetic flux of the MRE. As a result, engine control may be adversely affected due to abnormal sensor output.
Operation Section
1 16
(3) Manifold Absolute Pressure (MAP) sensor
The MAP sensor is a semiconductor type pressure sensor, which utilizes the electrical resistance of the silicon element. The electrical resistance changes with the fluctuations in the pressure applied to the silicon element.
Operation Section
1 17
(4) Accelerator pedal module
The accelerator pedal module is a single unit consisting of the accelerator position sensor, and accelerator pedal.
A Hall element sensor is used for the detecting element. Durability is improved through the use of a noncontact type sensor.
There are both main and sub accelerator position sensors, and the accelerator position is detected by both the main and sub systems.
As a result, even if one of the sensors malfunctions, the correct accelerator position can be detected.
Operation Section
1 18
(5) Mass Air Flow (MAF) meter
The MAF meter is attached to the air cleaner.
The MAF meter is built into the intake air temperature sensor.
The MAF meter converts the mass intake air flow quantity into a voltage.
When the temperature of the metal in the sensor decreases, sensor resistance lowers. Using this characteristic, the hot wire captures heat from the flow of intake air, and converts the intake airflow quantity to a voltage.
The cold wire converts intake air density to a voltage using the ambient temperature of the cold wire. This conversion is accomplished by using the characteristic of air whereby the intake air density decreases due to the increase in intake air temperature.
The voltages obtained by the hot wire (intake airflow amount) and the cold wire are compared. The electric potential is then stabilized by supplying the voltage difference to the transistor. The voltage supplied to the hot wire is then output as the mass intake air flow quantity.
1 19
Operation Section
7. CONTROL SYSTEM
7.1 Outline
(1) Sensor system
(2) Actuator system
Operation Section
1 20
Operation Section
1 21
(3) Control system
Control Name
Fuel Injection Control
Rail Pressure Control
VGT Control
Intake Restriction
Control
EGR Control
Glow Plug Relay
Control
Air Conditioner
Cutoff Control
Diagnosis
Auto Cruise Control
DSC Control
DPF Control
Fan Control
Function
Controls injector fuel injection timing and injection quantity by adding corrections based on the signals from the sensors to the basic injection duration. The basic injection duration is calculated in accordance with the engine conditions.
Controls the rail pressure in accordance with the engine conditions by sending signals to the SCV of the supply pump.
Controls the boost pressure in accordance with the operating conditions by calculating the signals that are output to the E-VRV.
Controls the opening of the intake restriction mechanism in accordance with the driving conditions.
Controls the opening of the EGR valve in accordance with operating conditions by calculating the output signals.
Controls the duration of the current applied to the glow plug relay in accordance with the water temperature when the engine is started.
Cuts off the air conditioner during acceleration to improve drivability.
Illuminates a warning light to alert the driver if a failure occurs in the computer.
Initiates feedback control so that the actual vehicle speed matches the speed set in accordance with the cruise control switch.
Initiates traction control and ABS control in accordance with the driving conditions.
Data from the differential pressure sensor, exhaust temperature sensor, and MAF meter are accumulated in the DPF and used to estimate the Particulate Matter (PM) volume, and to perform proper PM combustion.
Controls fan rotational speed in accordance with engine conditions. For the MAZDA3 and CX-7, the fan is operated via duty control; for the MAZDA6, the fan is operated via relay control.
Operation Section
1 22
7.2 Fuel Injection Timing Control
The figure below shows representative injection patterns. Injection patterns change according to engine load conditions.
Operation Section
1 23
7.3 Idle Speed Control
Engine speed control during Diesel Particulate Filter (DPF) manual regeneration
Idle speed control calculates the PM quantity based on the input signal from the exhaust gas pressure sensor, and controls engine speed. The PM quantity is made to correspond with the target engine speed during DPF manual regeneration.
Engine speed during DPF manual regeneration (when normal engine speed = 1,750 rpm)
If there is abnormal combustion of soot during DPF manual regeneration, the exhaust gas temperature increases, which may damage the DPF. Under the aforementioned conditions, post injection is stopped and the engine speed is increased to 2,500 rpm. Damage is thus prevented by rapidly sending low-temperature exhaust gas to the oxidation catalytic converter to cool the DPF.
Operation Section
1 24
7.4 Microinjection Quantity Learning Control
Outline
Microinjection quantity learning control is used in every vehicle engine (injector) to preserve the accuracy of the pilot injection quantity. Microinjection quantity learning control is first performed when shipped from the factory (L/O), and later is automatically performed every time the vehicle runs a set distance (for details, see item "A"). As a result, the accuracy of each injector can be preserved not only initially, but also as deterioration in injection occurs over time. Microinjection quantity learning control stores correction values in the ECU. During normal driving operations, these correction values are used to make modifications to the injection commands, resulting in accurate microinjection.
Learning operations
For every two no load, idle instability conditions established (see item "(A)" below), microinjection quantity learning takes place. In addition, it is also possible to perform microinjection quantity learning control manually as a diagnostic tool.
Operational outline
Microinjection quantity learning control applies ISC (target speed correction quantity) and FCCB (cylinderto-cylinder correction quantity) controls. ISC and FCCB feed back the injection quantity based on engine rotational speed. Corrections are then applied to each cylinder from ISC and FCCB correction information to calculate the corrected injection quantity. Further, microinjection quantity learning control divides injection into five separate injections. Under these conditions, the "learning value" is calculated as the corrected injection quantities for ISC and FCCB divided by five injections.
Operation Section
1 25
7.5 Run Dry Prevention (RDP) Control
Outline
When the diesel fuel is completely expended, engine restartability may worsen. To prevent the aforementioned situation, a pseudo-gas shortage condition is created, alerting the driver that fuel is in short supply. The driver is thus prompted to refuel the vehicle, therefore avoiding an actual empty fuel tank.
Operation
The engine is operated according to processes 1 through 5 in the figure below.
1: A fuel gauge "E" level signal is inputted to the engine ECU via CAN communication.
2: The engine ECU command injection quantity begins to be summed.
3: When the summed value for the engine ECU internal command injection quantity is greater than "A", the injection quantity guard is set to value "a", and output control is initiated. DTC: P115A is detected.
4: When the summed value for the engine ECU internal command injection quantity is greater than "B", the injection quantity guard is set to value "b", and hesitation operation is initiated. For details on injection quantity control during hesitation, refer to the figure below. DTC: P0313 is detected.
5: When the summed value for the engine ECU internal command injection quantity is greater than "C", the engine is stopped. In addition, the injection quantity guard is set to value "c", enabling restart and lowspeed driving. DTC: P115B is detected.
Operation Section
1 26
7.6 Diesel Particulate Filter (DPF) System
Outline
The DPF collects and removes Particulate Matter (PM) from the exhaust gas.
The DPF is located behind the catalyst relative to the direction of exhaust gas flow. The catalytic converter and DPF are integrated into one housing.
The DPF is a silicon carbide honey-comb type filter. The filter ends are blocked in sequence, and small holes on the wall inside the filter accumulate PM. The accumulated PM is then burned and eliminated.
The DPF has a platinum coated surface.
Operation Section
1 27
(1) Other sensors
Exhaust gas temperature sensor
Exhaust gas temperature sensor no. 1: Detects the exhaust gas temperature before flowing into the oxidation catalyst to check if the temperature is within the catalytic activity range.
Exhaust gas temperature sensor no. 2: Detects the exhaust gas temperature before flowing into the DPF to check if the temperature is at the target temperature for DPF manual regeneration.
Exhaust gas temperature sensors are attached at two locations on the oxidation catalytic converter.
The exhaust gas temperature sensors utilize thermistor elements in which the resistance value varies according to the exhaust gas temperature.
When the exhaust gas temperature increases, the resistance value decreases. Conversely, when the exhaust gas temperature decreases, the resistance value increases.
Operation Section
1 28
Differential pressure sensor
The differential pressure sensor detects the difference in pressure between the exhaust gas pressure before and after the DPF. This pressure difference is used to predict the amount of PM accumulation in the DPF.
The differential pressure sensor converts the exhaust gas pressure values before and after the DPF to voltage signals, then outputs the signals to the engine ECU.
The differential pressure sensor is a semiconductor type in which a difference in electrical potential occurs when pressure is applied.
Output voltage from the differential pressure sensor increases as the difference in exhaust gas pressures increases.
Operation Section
1 29
7.7 Selective Catalytic Reduction (SCR) System
Outline
The SCR system is only specified for the MAZDA CX-7.
The SCR system is an exhaust gas cleaning system that injects an aqueous solution of urea known as
"AdBlue" into the exhaust pipe just before the catalyst to create a chemical reaction with the exhaust gas.
As a result, approximately 40% of the NOx contained in the exhaust gas is converted into non-hazardous nitrogen. Until now, the SCR system was large, and was therefore only equipped in heavy-duty vehicles.
However, beginning with the "AdBlue" storage tank mounted under the CX-7 trunk, the entire SCR system has been made compact and lightweight. MAZDA is the first automobile manufacturer in Japan to equip the
SCR system in a passenger vehicle.
SCR system components are made by manufacturers other than DENSO. However, the DENSO engine
ECU calculates the NOx exhaust quantity, and conducts CAN communication.
SCR
The SCR is a urea selective type reduction catalyst. Urea is used to chemically decompose and convert the
NOx contained in the exhaust gas into non-hazardous materials. Urea is added to the exhaust gas via injection, causing NOx decomposition. The resulting non-hazardous water (H20) and nitrogen gas (N2) are then discharged.
Operation Section
1 30
8. DIAGNOSTIC TROUBLE CODES (DTC)
8.1 About the Codes Shown in the Table
The "SAE" DTC indicates codes that are output through the use of the STT (WDS.)
(SAE: Society of Automotive Engineers)
8.2 DTC Table
DTC Diagnosis Item
P0563 System Voltage High
P0562 System Voltage Low
P0118 Engine Coolant Temperature 1 Circuit High
P0117 Engine Coolant Temperature 1 Circuit Low
P0116
Engine Coolant Temperature 1 Circuit Range/
Performance
P0098 Intake Air Temperature Sensor 2 Circuit High
P0097 Intake Air Temperature Sensor 2 Circuit Low
P0096
Intake Air Temperature Sensor 2 Circuit Range/
Performance
P0113 Intake Air Temperature Sensor 1 Circuit High
P0112 Intake Air Temperature Sensor 1 Circuit Low
P0111
Intake Air Temperature Sensor 1 Circuit Range/
Performance
P0183 Fuel Temperature Sensor "A" Circuit High
P0182 Fuel Temperature Sensor "A" Circuit Low
Applicable Vehicle
MAZDA3 MAZDA6 CX-7
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
P0181
Fuel Temperature Sensor "A" Circuit Range/
Performance
P0193 Fuel Rail Pressure Sensor "A" Circuit High
P0192 Fuel Rail Pressure Sensor "A" Circuit Low
P0191
P0108
Fuel Rail Pressure Sensor "A" Circuit Range/
Performance
Manifold Absolute Pressure (MAP)/Barometric
Pressure Circuit High Input
P0107 MAP/Barometric Pressure Circuit Low Input
P0106
MAP/Barometric Pressure Circuit Range/
Performance
P2229 Barometric Pressure Circuit High
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
MIL Lit
Yes
Yes
Yes
Yes
Yes
Yes
Yes
(Unlit only for the
MAZDA6)
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Operation Section
1 31
DTC Diagnosis Item
P2228 Barometric Pressure Circuit Low
P2227 Barometric Pressure Circuit Range/Performance
P0123
P0122
Throttle/Pedal Position Sensor/Switch "A" Circuit
High
Throttle/Pedal Position Sensor/Switch "A" Circuit
Low
P0121
P0223
P0101
P0406
Throttle/Pedal Position Sensor/Switch "A" Circuit
Range/Performance
Throttle/Pedal Position Sensor/Switch "B" Circuit
High
P0222
Throttle/Pedal Position Sensor/Switch "B" Circuit
Low
P0103 Mass or Volume Air Flow "A" Circuit High Input
P0102 Mass or Volume Air Flow "A" Circuit Low Input
Mass or Volume Air Flow "A" Circuit Range/
Performance
Exhaust Gas Recirculation (EGR) Sensor "A"
Circuit High
P0405 EGR Sensor "A" Circuit Low
P0545 Exhaust Gas Temperature Sensor Circuit Low
P0546 Exhaust Gas Temperature Sensor Circuit High
P2032 Exhaust Gas Temperature Sensor Circuit Low
P2033 Exhaust Gas Temperature Sensor Circuit High
P0548 Exhaust Gas Temperature Sensor Circuit Low
P0549 Exhaust Gas Temperature Sensor Circuit High
P242C Exhaust Gas Temperature Sensor Circuit Low
P242D Exhaust Gas Temperature Sensor Circuit High
P2455
Diesel Particulate Filter (DPF) Differential Pressure
Sensor Circuit High
P2454 DPF Differential Pressure Sensor Circuit Low
P1392 Glow Plug Voltage High
P1391 Glow Plug Voltage Low
P0132 O2 Sensor Circuit High Voltage (Bank 1)
P0131 O2 Sensor Circuit Low Voltage (Bank 1)
P0152 O2 Sensor Circuit High Voltage (Bank 2)
P0151 O2 Sensor Circuit Low Voltage (Bank 2)
P0134 O2 Sensor Circuit No Activity Detected
P0030 HO2S Heater Control Circuit
P0133 O2 Sensor Circuit Slow Response
Applicable Vehicle
MAZDA3 MAZDA6 CX-7
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
MIL Lit
Yes
Yes
Yes
Yes
Yes
Operation Section
1 32
DTC Diagnosis Item
P2148 Fuel Injector Group "A" Supply Voltage Circuit High
P2151 Fuel Injector Group "B" Supply Voltage Circuit High
P2147 Fuel Injector Group "A" Supply Voltage Circuit Low
P2150 Fuel Injector Group "B" Supply Voltage Circuit Low
P1378 Injector Low Charge
P0201 Injector Circuit/Open - Cylinder 1
P0203 Injector Circuit/Open - Cylinder 3
P0204 Injector Circuit/Open - Cylinder 4
P0202 Injector Circuit/Open - Cylinder 2
P2146
Fuel Injector Group "A" Supply Voltage Circuit/
Open
P2149
Fuel Injector Group "B" Supply Voltage Circuit/
Open
P1379 Injector Overcharge
P062A Fuel Pump "A" Control Circuit Range/Performance
P0093 Fuel System Leak Detected - Large Leak
P0342 Camshaft Position Sensor "A" Circuit Low
P0341
Camshaft Position Sensor "A" Circuit Range/
Performance
P0337 Crankshaft Position Sensor "A" Circuit Low
P0336
Crankshaft Position Sensor "A" Circuit Range/
Performance
P0512 Starter Request Circuit
P0704 Clutch Switch Input Circuit Malfunction
P0234 Turbocharger/Supercharger Overboost Condition
P0299 Turbocharger/Supercharger Underboost
P0402 Exhaust Gas Recirculation (EGR) Flow Excessive
P0401 EGR Flow Insufficiency Detected
P1196 Main Relay Abnormality
P0016
Crankshaft Position - Camshaft Position
Correlation
P0301 Cylinder 1 Misfire Detected
P0302 Cylinder 2 Misfire Detected
P0303 Cylinder 3 Misfire Detected
P0304 Cylinder 4 Misfire Detected
P0219 Engine Overspeed Condition
P0088 Fuel Rail/System Pressure - Too High
P0607 Control Module Performance
Applicable Vehicle
MAZDA3 MAZDA6 CX-7
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
MIL Lit
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
No
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Operation Section
1 33
DTC Diagnosis Item
P0606 ECM/PCM Processor
P0605
Internal Control Module Read Only Memory (ROM)
Error
P0500 Vehicle Speed Sensor "A"
P0571 Brake Switch "A" Circuit
P0579
Cruise Control Multi-Function Input "A" Circuit
Range/Performance
P0581 Cruise Control Multi-Function Input "A" Circuit High
P1281 Pump Protective Fill Plug
P1329 Pump Exchange Fill Plug
P2622 Throttle Position Output Circuit High
P2621 Throttle Position Output Circuit Low
P1589 Diesel Throttle Valve Stuck
P2101
Throttle Actuator Control Motor Circuit Range/
Performance
P0404 EGR Control Circuit Range/Performance
P0400 EGR Flow
P0403 EGR Control Circuit
P252F Engine Oil Level Too High
P0850 Park/Neutral Switch Input Circuit
P0045
Turbocharger/Supercharger Boost Control
Solenoid "A" Circuit/Open
P0072 Ambient Air Temperature Sensor Circuit Low
P0073 Ambient Air Temperature Sensor Circuit High
P0071
P2456
Ambient Air Temperature Sensor Range/
Performance
Diesel Particulate Filter (DPF) Differential Pressure
Sensor Circuit Intermittent/Erratic
P2002 Particulate Trap Efficiency Below Threshold
P2453
DPF Differential Pressure Sensor Circuit Range/
Performance
P2452 DPF Differential Pressure Sensor Circuit
P1260 Immobilizer Abnormality-DTC at EPATS
U3000 Control Module
P1675 QR Data Failure To Write Malfunction
P1676 QR Data Malfunction
P1676 QR Correction Information Input Malfunction
P0154 O2 Sensor Circuit No Activity Detected
P253F Engine Oil Deteriorated
Applicable Vehicle
MAZDA3 MAZDA6
Yes Yes
CX-7
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
MIL Lit
Yes
Yes
Yes
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
No
No
No
No
Yes
Operation Section
1 34
DTC Diagnosis Item
P1303 EGR DC Motor EGR Initial Rise Abnormality
P2458 DPF Regeneration Duration
P2463 DPF Regeneration Duration
P242F DPF Restriction - Ash Accumulation
P0601 Internal Control Module Memory Checksum Error
U0073 Control Module Communication Bus Off
U0121
Lost Communication With Anti-Lock Brake System
(ABS) Control Module
Applicable Vehicle
MAZDA3 MAZDA6 CX-7
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes No No
U0121
U0155
Lost Communication With Dynamic Stability
Control (DSC)
Lost Communication With Instrument Panel
Cluster (IPC) Control Module
P0602 Control Module Programming Error
P0610 Control Module Vehicle Options Error
P2002 Particulate Trap Efficiency Below Threshold
P115A Run Dry Prevention (RDP) Control Status 1
P0313 Misfire Detected with Low Fuel
P115B RDP Status 3 Engine Stall
P167B Learning Unadministered (Failure to Start)
P1200 Learning Incomplete (Failure to Finish)
P2565
P2564
Turbocharger Boost Control Position Sensor "A"
Circuit High
Turbocharger Boost Control Position Sensor "A"
Circuit Low
P245D EGR Cooler Bypass Control Circuit High
P245C EGR Cooler Bypass Control Circuit Low
P2459 DPF Regeneration Frequency
P2105
Throttle Actuator Control System - Forced Engine
Shutdown
P0442 Selective Catalytic Reduction (SCR) Abnormality 1
P0442 SCR Abnormality 2
P0442 SCR Abnormality 3
P0115 SCR CAN Communication Abnormality
No
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
MIL Lit
No
No
Yes
Yes
Yes
No
Yes
Yes
(Lit only for the
MAZDA6)
No
No
No
No
No
Yes
Yes
No
No
Yes
Yes
Yes
Yes
No
No
Yes
No
No
Yes
1 35
Operation Section
9. CONTROL SYSTEM COMPONENTS
9.1 Engine ECU External Wiring Diagrams
(1) MAZDA3
Operation Section
1 36
Operation Section
1 37
(2) MAZDA6
Operation Section
1 38
Operation Section
1 39
(3) CX-7
Operation Section
1 40
Operation Section
1 41
9.2 ECU Connector Terminal Layout
Changes have been made to the ECU. Terminal layouts are as per the figures below.
MAZDA3
MAZDA6
CX-7
Operation Section
1 42
10. AIR BLEEDING FROM THE FUEL INTAKE LINE
10.1 Attention
Do not operate the starter motor for 10 seconds or longer at a time. After 10 seconds, switch the ignition to
ON and allow the starter motor to cool for 30 seconds before attempting to start the engine again.
10.2 Procedure
1) Disconnect the fuel return hose.
2) Connect the Special Service Tool (SST).
3) Operate the SST several times.
a. Operate the hand pump unit of the SST until firm when squeezed.
b. Squeeze and hold the hand pump unit for 10 seconds.
c. Release the hand pump.
d. Repeat steps b and c once again.
4) Disconnect the SST.
5) Connect the fuel return hose.
Attention
Continuously cranking the engine for over 30 seconds may damage the battery and starter.
6) Crank the engine for less than 30 seconds, then stop for 5 to 10 seconds until the engine starts.
If the engine does not start, return to step 1.
Service Department DENSO CORPORATION
1-1, Showa-cho, Kariya-shi, Aichi-ken, 448-8661, Japan
06K500S
Printed in Japan
Advertisement
Key features
- High injection pressure (200 MPa)
- Quick Response (QR) codes for improved injection quantity precision
- Run Dry Prevention (RDP) control
- Microinjection quantity learning control
- Diesel Particulate Filter (DPF) system
- Selective Catalytic Reduction (SCR) system on CX-7 model
- Improved fuel economy and reduced exhaust gas emissions