DENSO N-Series 4HK1 Common Rail System Service Manual
The N-Series 4HK1 Common Rail System (CRS) is designed to improve combustion and reduce emissions. This system features a high-pressure supply pump, a rail with a pressure of 200 MPa, and G3 type injectors, among other components. The CRS also includes a Diesel Particulate Filter (DPF) and urea Selective Catalytic Reduction (SCR) to reduce emissions, ensuring compliance with US10 exhaust gas regulations.
Advertisement
Advertisement
For Authorized Service Dealers Only
ISUZU N-Series 4HK1 Engine
Common Rail System (CRS) Service
Manual
Issued : November 2011
50000057E
© 2011 by 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
Table of Contents
Operation Section
1. Applicable Vehicles and Parts Information
1.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2
Applicable Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.3
List of Primary Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2. Common Rail System (CRS)
2.1
CRS Outline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
3. Supply Pump
3.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
3.2
3.3
3.4
4. Rail
4.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
4.2
Rail Pressure Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
4.3
5. Injectors
5.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
6. Control System Parts
6.1
Engine ECU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
6.2
7. Exhaust Gas Treatment System
7.1
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
7.2
7.3
8. Diagnostic Trouble Codes (DTC)
8.1
DTC List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
9. Control System Component Information
9.1
Engine ECU Terminal Layout Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
9.2
Connector Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
Table of Contents
Operation Section
1
–
1
1. Applicable Vehicles and Parts Information
1.1 Outline
As a result of a model change to the ISUZU 4HK1 engine beginning from May 2010, the Common Rail System (CRS) has also changed. This manual describes items specific to the parts used in the CRS for the
4HK1 engine. For CRS basics, refer to the "COMMON RAIL SYSTEM SERVICE MANUAL -OPERATION
(Doc ID: 00400534EA)."
Compliance with Exhaust Gas Regulations
The CRS for the 4HK1 engine has undergone the following improvements to comply with US10 exhaust gas regulations.
Combustion Improvements
• System pressure: Increased to 200 MPa
• Supply pump: Operating pressure of 200 MPa, uses positive pressure system
• Rail: Operating pressure of 200 MPa
• Injectors: Uses the G3 type
Improved Post-Processing
• Particulate Matter (PM) reduction: Diesel Particulate Filter (DPF)
• NOx Reduction: Urea Selective Catalytic Reduction (SCR)
1.2 Applicable Vehicle
Vehicle Manufacturer
ISUZU
Vehicle Name
N SERIES
Engine Type
4HK1
Exhaust Volume
5.2 L
Production Start
Date
May 2010
Operation Section
1
–
2
1.3 List of Primary Parts
Part Name
Supply Pump
Rail
Injector
Engine ECU
Crankshaft Position Sensor
Cylinder Recognition Sensor
Fuel Pressure Sensor
Exhaust Gas Temperature Sensor
Exhaust Gas Temperature Sensor
Differential Pressure Sensor
DENSO Part Number
294000-112#
095440-155#
295050-032#
275800-875#
949979-031#
949979-169#
499000-829#
265600-125#
265600-126#
104990-101#
Manufacturer Part
Number
8-98081771-2
8-98081768-0
8-98110607-2
8-98160981-2
8-97606943-0
8-98019024-0
8-98105928-0
Remarks
HP4 Supply Pump
G3 Type
8-98004329-0 DPF Side
8-98004330-0
8-97359985-2
SCR Side
Operation Section
1
–
3
2. Common Rail System (CRS)
2.1 CRS Outline
The CRS for the ISUZU 4HK1 engine uses the following fuel flow path to prevent air from mixing with the fuel. The feed pump for the supply pump draws in fuel that is then initially sent to a main filter outside of the supply pump. Air inside the fuel is released from the air bleed valve on the main filter. Next, the fuel is returned again to the supply pump, and then sent to the rail under high pressure.
Fuel Temperature
Vehicle Speed
Accelerator Position
Boost Pressure
Intake Air Temperature
Coolant Temperature
Crankshaft Position
Cylinder Recognition Signal
Intake Air Mass
Engine ECU
Rail Pressure Sensor
Rail
Pressure Limiter
Injector
Suction Control Valve
(SCV)
Supply Pump
Sub-Filter
(Negative Pressure Type)
Fuel Tank to Fuel Addition
Valve (DPF)
Fuel Temperature Sensor
Air Bleed Valve
Main Filter
(Positive Pressure Type)
Conventional Supply Pump to Rail
Supply Pump
Fuel Filter
Fuel Tank
Suction
Discharge
Feed
Return
Q006718E
1
–
4
Operation Section
3. Supply Pump
3.1 Outline
The supply pump used with the ISUZU 4HK1 engine is an HP3 type adapted to positive pressure filter use.
In comparison to conventional supply pumps, the 4HK1 engine supply pump includes a feed pump outlet port, and main filter pump inlet port. Positive pressure is applied to the main filter by sending fuel from the feed pump to the main filter. In addition, the supply pump uses a normally open SV3 type Suction Control
Valve (SCV).
Fuel Inlet (from Main Filter)
Suction Control Valve (SCV)
Suction Control Valve
(SCV)
Fuel Outlet
(Overflow, to Fuel Tank)
Fuel Outlet
(to Main Filter)
Fuel Outlet
(Overflow, to Fuel Tank)
Supply Pump Adapted to Positive Pressure Filter Use
Fuel Inlet
(from Sub-Filter)
Fuel Temperature Sensor
Conventional Supply Pump
Fuel Inlet
Q006719E
Operation Section
1
–
5
The 4HK1 engine CRS has been adapted to positive pressure filter use to achieve the following effects:
• Stabilize the fuel supply by placing the fuel filter under positive pressure
• Suppress filter clogs and increasing filter life
• Reduce diagnostic abnormalities caused by pressure fluctuations that arise when air intermixing is suppressed
Rear Cover
A rear cover has been added to supply pumps adapted to positive pressure filters since the fuel drawn into the supply pump is sent to an external main filter. Rear cover construction features the following items:
• A relief valve to adjust the fuel returning to the supply pump
• A check valve to increase priming performance to the newly added fuel flow path (i.e., to the main filter)
Feed Pump
The feed pump cover and feed pump plate have changed. Moreover, the discharge port on the feed pump plate is blocked off.
Feed Pump Plate
Discharge-Side Port Obstruction
Feed Pump Cover
Rear Cover
Rear Cover
Relief Valve
Check Valve
Q006720E
1
–
6
Operation Section
In a conventional supply pump, fuel is sent directly through the following flow path: feed pump SCV plunger chamber rail. However, in the supply pump adapted to positive pressure filter use, the fuel flow path is as follows: feed pump main filter SCV plunger chamber rail.
Flow Path for Supply Pump Adapted to Positive Pressure Filter Use
Flow Path for a Conventional Supply Pump
Q004898E
Operation Section
1
–
7
The SCV used with the ISUZU 4HK1 engine is a normally open SV3 type. The SV3 type has the following features:
• A more compact design compared to the SV1 type due to a smaller solenoid
• Improved valve sliding performance
Valve Body
Solenoid
Plunger
<External View>
Valve Spring
Needle Valve Armature
<Cross-Sectional Diagram>
Q006721E
Needle Valve
Supply Pump
Short Duty ON Duration
Large Valve Opening
Large Suction Quantity
Long Duty ON Duration
Small Valve Opening
Small Suction Quantity
Large Valve
Opening
Cylinder
Operation Concept Diagram
Small Valve
Opening
Cylinder
Q006722E
1
–
8
Operation Section
The fuel temperature sensor detects the fuel temperature, and sends corresponding signals to the engine
ECU. The ECU then uses the signal information to calculate an injection correction suited to the fuel temperature.
<Reference: Temperature/Resistance Characteristics>
Temperature ( )
Resistance (k )
Fuel Temperature Sensor
Q006723E
Operation Section
1
–
9
4. Rail
4.1 Outline
Compared to a conventional rail, the rail used with the ISUZU 4HK1 engine is adapted to high pressure (200
MPa). The rail distributes fuel sent from the supply pump to each injector.
Fuel Inlet to Injectors
Pressure Limiter
Rail Pressure Sensor
Q006724E
4.2 Rail Pressure Sensor
The rail pressure sensor detects fuel pressure inside the rail. There are two rail pressure sensors to provide a backup in case of a malfunction. In addition, the output signal for each sensor system is offset.
Rail Pressure (MPa)
Q006725E
1
–
10
Operation Section
The pressure limiter used with the ISUZU 4HK1 engine is adapted to a pressure of 200 MPa. The pressure limiter opens to release fuel from the rail when the internal pressure becomes abnormally high. Pressure limiter construction and characteristics are as shown in the figure below.
Housing to Fuel Tank
Spring
Valve
Open Valve from Rail
Closed Valve
Valve Body
Q004915E
Operation Section
1
–
11
5. Injectors
5.1 Outline
The 4HK1 engine CRS uses G3 type injectors. G3 injectors are designed to support a system pressure of
200 MPa, to improve responsiveness, and to increase resistance against foreign material adherence to the nozzle.
G3 type operation and QR code (ID code) injection quantity corrections are the same as for G2 type with conventional QR codes. (However, the QR code correction points differ.)
QR Code
ID Codes
High-Pressure Fuel
(from Rail)
Pressure Pin
Solenoid Valve
Control Chamber
Command Piston
Nozzle Spring
Nozzle Needle
Q006726E.
1
–
12
Operation Section
Actuation Pulse Width TQ
Correction Points Using QR Codes
10 Correction Points
Q006727E
Operation Section
1
–
13
6. Control System Parts
6.1 Engine ECU
The engine ECU conducts overall engine control. The engine ECU for the ISUZU 4HK1 engine is mounted in the cabin, and contains a built-in injector actuation circuit, thereby eliminating the Electronic Drive Unit
(EDU).
Q006728
1
–
14
Operation Section
(1) Crankshaft Position Sensor (NE Sensor) and Cylinder Recognition Sensor (G Sensor)
• The 4HK1 engine CRS uses a crankshaft position sensor (NE sensor) and cylinder recognition sensor (G sensor). Both sensors are Magnetic Resistance Element (MRE) types.
Crank Position Sensor
(NE Sensor)
Cylinder Recognition Sensor
(G Sensor)
Q006729E
Crankshaft Position Sensor
The crankshaft position sensor detects the crankshaft angle. The pulsar has 56 teeth (separated at 6
°
intervals, with four missing teeth to detect Top Dead Center [TDC] for cylinders no. 1 and no. 4).
<Circuit Diagram>
Engine ECU
Sensor
Four Missing Teeth
NE Input Circuit
Pulsar
Q006730E
Cylinder Recognition Sensor (G)
The cylinder recognition sensor identifies the engine cylinders. The pulsar has five teeth (recognition of TDC for each cylinder + recognition of cylinder no. 1).
Pulsars
Cylinder No. 1
Recognition
<Circuit Diagram>
Engine ECU
Sensor
G Input Circuit
Q006731E
Operation Section
1
–
15
• The 4HK1 engine CRS is equipped with a fuel pressure sensor to detect fuel pressure between the feed pump outlet on the supply pump, and the main filter. Sensor output determines correction control for the fuel addition valve, and whether a main filter clog exists. The fuel pressure sensor is a semiconductor type device that uses a characteristic of silicone crystals in which electrical resistance changes when the pressure applied to the crystals is varied.
Engine ECU
Fuel Pressure (MPa)
Q006732E
(3) Engine Oil Pressure Sensor
• The engine oil pressure sensor detects engine oil pressure. If engine oil pressure reaches an abnormally high value, the sensor stops the engine.
Engine ECU
Q006733E
1
–
16
Operation Section
7. Exhaust Gas Treatment System
7.1 Outline
The 4HK1 engine CRS adds a Diesel Particulate Filter (DPF) to eliminate Particulate Matter (PM), and uses urea Selective Catalytic Reduction (SCR) to reduce NO x
. Urea SCR adds urea to the exhaust gas, and the
SCR catalyst reduces the NO x
. The exhaust gas temperature sensor and differential pressure sensor used in the 4HK1 engine exhaust gas treatment system are made by DENSO.
Urea SCR
ECU
Differential Pressure Sensor
Urea Feed Device
Urea Tank
Fuel Addition Valve
Oxidation Catalyst
Exhaust Gas Temperature Sensor
DPF
Exhaust Gas Temperature Sensor
Urea SCR Catalyst
Urea Addition Valve
Oxidation Catalyst
Q006734E
Operation Section
1
–
17
Part Function
Conducts HC and CO purification, as well as NO x
oxidation (NO
Å®
NO
2
).
(Adding NO
2
promotes NO x
reduction.)
Diesel Particulate Filter (DPF) Traps PM and conducts PM oxidation treatment.
Urea SCR Catalyst Uses urea added to the exhaust gas to reduce the NO x
.
Oxidation Catalyst (Post-Urea
SCR Catalyst)
Purifies any urea (ammonia) not used in NO x
reduction.
Exhaust Gas Temperature
Sensor (DPF)
Measures the exhaust gas temperature at the DPF, and then outputs corresponding signals to the engine ECU. The engine ECU controls DPF regeneration based on the aforementioned signals.
Differential Pressure Sensor
NO x
Sensor
Urea SCR ECU
Measures the difference in exhaust gas pressure across the DPF, and then outputs corresponding signals to the engine ECU. The engine ECU calculates the quantity of PM accumulated in the DPF based on the aforementioned signals, and then determines whether or not to conduct PM regeneration.
Mounted upstream of the urea SCR catalyst to measure the NO x
concentration in the exhaust gas before passing through the catalyst.
Exhaust Gas Temperature
Sensor (Urea SCR)
Mounted upstream of the urea SCR catalyst to measure the exhaust gas temperature before passing through the catalyst.
Urea Addition Valve
Urea Feed Device
Adds urea to the exhaust gas based on signals from the urea SCR ECU.
Draws urea from the urea tank that is then pumped to the urea addition valve. The pumping pressure is based on control from the urea SCR ECU.
Calculates the optimal urea addition quantity based on signals from the NO x sensor, exhaust gas temperature sensor (urea SCR), etc. Controls the urea feed device and urea addition valve so that the optimal amount of urea is added to the system. In addition, outputs urea SCR system diagnosis to the engine ECU.
Exhaust Gas Temperature Sensor
The exhaust gas temperature sensor detects the exhaust gas temperature in the vicinity of the catalyst. A thermistor is used for actual temperature detection.
265600-125#
(DPF Side)
265600-126#
(SCR Side)
Temperature - Resistance Characteristics
Temperature Resistance Value
*The only difference between the two sensors is the thread pitch.
(The specifications are the same.)
Q006735E
1
–
18
Operation Section
The differential pressure sensor detects the difference in exhaust gas pressure across the DPF. The sensor is a semiconductor type device that uses a characteristic of silicone crystals in which electrical resistance changes when the pressure applied to the crystals is varied.
Engine ECU
Fuel Pressure (kPa)
Q006736E.
Operation Section
1
–
19
The following is an outline of PM regeneration control in the 4HK1 engine CRS. PM regeneration can be performed both manually and automatically.
PM regeneration is normally conducted automatically when the system determines that a set quantity of PM has accumulated in the DPF. However, there are cases in which PM regeneration does not take place automatically due to driving conditions. When PM is not being regenerated automatically, the following two indicator lights flash: 1) the light built into the switch for the exhaust gas purification device, and 2) the exhaust gas purification device light located inside the meter panel. These indicator lights are alerts prompting the user to press the exhaust gas purification device switch and begin manual PM regeneration. When an alert occurs, press the exhaust gas purification device switch near the driver's seat to manually start PM regeneration.
Control
The accumulated quantity of PM is inferred from the differential pressure sensor signals (difference in exhaust gas pressure across the DPF). PM regeneration occurs when the accumulated PM quantity is determined to be high (a large differential pressure across the DPF).
In PM regeneration mode, after-injection has been added to the normal injection pattern (pre-injection, main injection). Injection is also performed from the fuel addition valve.
The actual control sequence adds the after-injection first to raise the catalyst temperature. Next, when the catalyst temperature reaches a set value, injection occurs from the fuel addition valve, and full-scale regeneration begins.
Regeneration judgments and injection control are conducted by inferring the catalyst temperature base on signals from the exhaust gas temperature sensors before and after each catalyst.
Top Dead Center (TDC)
Main Injection
Pre-Injection
Q006737E.
1
–
20
Operation Section
Urea SCR adds an aqueous urea solution to the exhaust gas, and the SCR catalysts reduces the NO x
. The aqueous urea solution is not used as is during NO x
reduction. In actuality, the ammonia produced when the solution undergoes hydrolysis is used to reduce the NO x
. A system that contains an aqueous urea solution is used due to the inherent danger of mounting a source of ammonia directly on the vehicle.
The urea SCR ECU controls the urea SCR based primarily on the exhaust gas temperature and the NO x concentration in the exhaust gas. Ammonia is generated from the aqueous urea solution by using the exhaust gas heat to conduct hydrolysis. As such, the following values are required to add the solution from the urea addition valve into the exhaust gas: 1) the quantity of urea that will undergo hydrolysis, calculated from the exhaust gas temperature; and 2) the optimal quantity of solution to be added, calculated from the
NO x
concentration in the exhaust gas.
(1) NO
x
Reduction Mechanism
• An oxidation catalyst prior to the urea SCR that initially oxidizes NO into NO
2
. This catalyst promotes the
NO x
reduction reaction when NO
2
increases.
• Adds the aqueous urea solution to the exhaust gas after it has passed through the DPF. The added aqueous urea solution is hydrolysized by exhaust gas heat and converted into ammonia and CO
2
.
• Uses the ammonia generated from the aqueous urea solution to reduce and convert the NO x
into N
2
(nitrogen) and H
2
O (water).
• Purifies any ammonia not used in NO x
reduction.
Oxidation Catalyst DPF
Urea Addition Valve
Urea SCR Catalyst
NNO Oxidized into NO2
Ammonia Generation NOX Reduction
Aimed at the NOX reduction reaction (1) in the urea SCR catalyst.
An aqueous urea solution is hydrolysized u sing the exhaust gas heat to generate ammonia.
Four reduction reactions are triggered in the catalyst to reduce the NOX. However, the reaction (1) is the most efficient.
Reaction in the Urea SCR Catalyst
Reduction
Reaction
Catalyst
Q004928E
Operation Section
1
–
21
8. Diagnostic Trouble Codes (DTC)
8.1 DTC List
P0101
P0102
P0103
P0112
P0113
P0116
P0117
P0118
P011C
P0126
P0088
P0089
P0091
P0092
P0093
P0097
P0098
P00AF
DTC
P000F
P0016
P0027
P003A
P0045
P0046
P006E
P0079
P007C
P007D
P0080
P0087
Detection Item
Rail pressure too low
Crankshaft position-intake camshaft position correlation bank 1
Exhaust brake valve stick
Exhaust throttle valve stick
Variable Geometry Turbo (VGT) module wiping too wide error
VGT module motor circuit short and GND short/position control abnormal/power supply voltage high error
VGT module control response abnormal
VGT module power supply voltage low error
Exhaust throttle GND short
Charge Air Cooler (CAC) out temperature sensor circuit low voltage
CAC out temperature sensor circuit high voltage
Exhaust throttle +B short
Rail pressure low during power enrichment
Rail pressure too high
Fuel pressure regulator 1 performance
Rail pressure exceeds high upper limit
Rail fuel pressure regulator solenoid 1 control circuit
Rail fuel pressure regulator solenoid 1 control circuit
Rail fuel pressure low during idle or deceleration fuel cut-off
Intake manifold temperature sensor 2 circuit low
Intake manifold temperature sensor 2 circuit high
VGT module memory access abnormal
Mass Air Flow (MAF) meter rationality low
MAF meter rationality high
MAF meter circuit low
MAF meter circuit high
Intake air temperature sensor circuit low
Intake air temperature sensor circuit high
Engine coolant temperature sensor performance
Engine coolant temperature sensor circuit low
Engine coolant temperature sensor circuit high
CAC temperature outlet sensor surveillance
Engine coolant temperature insufficient for stable operation
1
–
22
Operation Section
P0192
P0193
P0201
P0202
P0203
P0204
P020A
P020B
P020C
P020D
P0219
P0234
P0237
P0238
P0261
P0264
P0267
P0270
P0299
P02E2
P018B
P018C
P018D
P0191
DTC
P0128
P0171
P0172
P0181
P0182
P0183
Detection Item
Engine coolant temperature below thermostat regulating temperature
Injector quantity lean performance
Injector quantity rich performance
Fuel temperature sensor intermediate hold
Fuel temperature sensor A circuit low
Fuel temperature sensor A circuit high
Rail pressure sub-sensor signal keeping the middle range
Rail pressure sub-sensor performance 1
Rail pressure sub-sensor performance 2
Rail pressure sub-sensor circuit low voltage
Rail pressure sub-sensor circuit high voltage
Rail pressure sensor signal keeping the middle range
Rail pressure sensor performance 1
Rail pressure sensor performance 2
Rail pressure sensor circuit low voltage
Rail pressure sensor circuit high voltage
TWV 1 output open load injector #1 coil open
TWV 4 output open load injector #2 coil open
TWV 2 output open load injector #3 coil open
TWV 3 output open load injector #4 coil open
Injector #1 quantity increase failure
Injector #1 quantity decrease failure
Injector #2 quantity increase failure
Injector #2 quantity decrease failure
Injector #3 quantity increase failure
Injector #3 quantity decrease failure
Injector #4 quantity increase failure
Injector #4 quantity decrease failure
Engine overrun
Engine overrun 2
Turbo/supercharger engine overboost
Turbo/supercharger boost sensor A circuit low
Turbo/supercharger boost sensor A circuit high
Injector #1 (TWV 1) load short (coil short/terminal short)
Injector #4 (TWV 4) load short (coil short/terminal short)
Injector #2 (TWV 2) load short (coil short/terminal short)
Injector #3 (TWV 3) load short (coil short/terminal short)
Turbo/supercharger engine underboost
ITHR DC motor output open load motor open load
Operation Section
1
–
23
P02E8
P02E9
P0300
P0301
P0302
P0303
P0304
P0335
P0336
P0340
P0341
P0381
P0401
P0402
DTC
P02E3
P02E7
P0403
P041D
P0420
P042E
P046C
P0500
P0506
P0507
P0404
P0405
P0406
P040B
P040C
P040D
P041B
P041C
Detection Item
ITHR DC motor output short to battery/short to GND motor short
Intake throttle stuck closed
Intake throttle stuck open
Intake throttle open learning error
Intake throttle closed learning error
Intake throttle position too low
Intake throttle position too high
Engine misfire detected
Cylinder 1 misfire detected
Cylinder 2 misfire detected
Cylinder 3 misfire detected
Cylinder 4 misfire detected
Crankshaft position sensor A circuit
Crankshaft position sensor A performance
Intake camshaft position sensor circuit bank 1
Intake camshaft position sensor performance bank 1
Wait to start light control module internal circuit (short to BATT)
Wait to start light control module internal circuit (open load/short to GND)
MAF meter performance (Exhaust Gas Recirculation [EGR] negative deviation)
MAF meter performance (EGR positive deviation)
EGR duty error
EGR brushless motor circuit too high
EGR brushless motor circuit too low
EGR brushless motor circuit too open
EGR open position performance
EGR brushless motor position sensor signal invalid low
EGR brushless motor position sensor signal invalid high
EGR gas sensor performance
EGR gas temperature too low
EGR gas temperature too high
EGR gas sensor 2 performance
EGR gas temperature 2 too low
EGR gas temperature 2 too high
DPF deterioration 2
EGR closed position performance
EGR closed learning
Vehicle speed sensor circuit
Low target idle speed
High target idle speed
1
–
24
Operation Section
P0650
P0699
P0700
P1072
P1073
P1076
P1077
P1078
P0652
P0653
P0671
P0672
P0673
P0674
P0687
P0698
P1085
P1102
DTC
P0512
P0522
P0523
P0545
P0546
P0562
P0563
P0567
P0568
P0571
P0602
P0606
P062F
P0642
P0643
P064C
Detection Item
Starter switch short to BATT
Oil pressure sensor signal too low
Oil pressure sensor signal too high
Exhaust gas temperature before oxidation catalyst too low
Exhaust gas temperature before oxidation catalyst too high
System low voltage status determination
System high voltage status determination
Cruise control resume switch determination
Cruise control set switch determination
Cruise control brake switch determination
QR code error
Engine ECU processor (main CPU fault)
Engine ECU processor (watchdog IC fault)
Control module long term memory performance
Battery 5 V reference 1 circuit low
Battery 5 V reference 1 circuit high
Glow plug module control circuit
Glow plug module INTST
Glow plug module MEEPST
Malfunction Indicator Lamp (MIL) control circuit monitoring (short to BATT)
MIL control circuit monitoring (open load/short to GND)
Battery 5 V reference 2 circuit low
Battery 5 V reference 2 circuit high
Cylinder 1 glow plug circuit
Cylinder 2 glow plug circuit
Cylinder 3 glow plug circuit
Cylinder 4 glow plug circuit
Main relay diagnostics; main relay stuck closed
Battery 5 V reference 3 circuit low
Battery 5 V reference 3 circuit high
Transmission control module requested MIL illumination monitoring
Compressor outlet temperature sensor circuit low voltage
Compressor outlet temperature sensor circuit high voltage
CAC in temperature sensor circuit low voltage
CAC in temperature sensor circuit high voltage
CAC temperature inlet sensor surveillance
Supply pump protection
Supply pump exchange
Rail pressure sensor performance (correlation abnormal)
Operation Section
1
–
25
P1463
P1470
P1471
P160B
P2002
P2032
P2033
P20C9
P20CB
P20CC
DTC
P1125
P113A
P1236
P1259
P1261
P20CF
P20DE
P2146
P2147
P2148
P2149
P2150
P2151
P2199
P2227
P20DF
P20E0
P20E2
P2122
P2123
P2127
P2128
P2138
P2228
P2229
P2262
Detection Item
Accelerator Pedal Position (APP) system
O2 signal of NO x
sensor rationality
CAC performance
Rail fuel pressure low during power enrichment
Capacitor charge-up circuit malfunction (insufficient charge)
Capacitor charge-up circuit malfunction (excessive charge)
DeNOx-DS error for SVS lighting request
DPF exhaust presser performance
DPF regeneration insufficiency
Q DATA cross check error
DPF deterioration (II)
Exhaust gas temperature before DPF too low
Exhaust gas temperature before DPF too high
DeNOx-DS error for MIL lighting request
Exhaust injector circuit GND short/open load
Exhaust injector circuit BATT short
Exhaust injector circuit load short
Exhaust injector performance
Exhaust injector pressure sensor performance high
Exhaust injector pressure sensor performance low
Exhaust injector pressure sensor circuit low voltage
Exhaust injector pressure sensor circuit high voltage
Exhaust gas temperature sensor surveillance
Accelerator pedal position sensor no. 1 low range
Accelerator pedal position sensor no. 1 high range
Accelerator pedal position sensor no. 2 low range
Accelerator pedal position sensor no. 2 high range
Accelerator pedal position sensor no. 1 & 2 correlation check
COM 1 output open load; Both TWV 1 and 3 (and 5) open load
COM 1 output short to GND; TWV 1 or 3 (or 5) output short to GND
COM 1 output short to BATT; TWV 1 or 3 (or 5) output short to BATT
COM 2 output open load; Both TWV 2 or 4 (or 6) open load
COM 2 output short to GND; TWV 2 or 4 (or 6) output short to GND
COM 2 output short to BATT; TWV 2 or 4 (or 6) output short to BATT
THA-THA 2 sensor surveillance
Barometric pressure (BARO) sensor performance
Barometric pressure (BARO) sensor circuit low voltage
Barometric pressure (BARO) sensor circuit high voltage
Turbo/supercharger engine underboost
1
–
26
Operation Section
DTC
P2263
P226B
P2413
P2428
P244B
P244C
P244D
P2564
P2565
P256C
P256D
P268A
U0001
U0073
U0101
P2453
P2454
P2455
P2457
P2459
P2463
P254C
P254D
U0106
U010C
U010E
U0121
U0307
Detection Item
VGT slow response up side
VGT slow response down side
Turbo/supercharger engine overboost
EGR slow response ON
EGR slow response OFF
Exhaust gas temperature sensor before oxidation catalyst too high
Exhaust gas temperature sensor before oxidation catalyst too low
DPF PM over accumulation
DPF deterioration
Exhaust gas temperature sensor before DPF too high
Exhaust gas temperature sensor before DPF too low
DPF pressure sensor performance
Exhaust gas pressure reference too low
Exhaust gas pressure reference too high
EGR cooler inferiority
DPF regeneration excessive frequency
DPF trip over accumulation
Auxiliary engine RPM sensor circuit low
Auxiliary engine RPM sensor circuit high
VGT hole IC sensor circuit low
VGT hole IC sensor circuit high
Idle Air Control (IAC) valve control circuit low voltage
IAC valve control circuit high voltage
QR code not programmed
CAN bus 2 reset counter overrun
CAN bus reset counter overrun
Lost CAN communication (CAN SOH) with TM control system
Glow plug module communication failure
VGT module communication failure
DeNOx-DS communication time-out
CAN ABS SOH diagnostic
GPCM engine ID diagnostic
Operation Section
1
–
27
9. Control System Component Information
9.1 Engine ECU Terminal Layout Diagrams
P/N SW
ACG
+
Battery
-
START
KEY SW
ON
ACC
OFF
B
Main Relay
BATT
A
IG1-SW
M-REL
M-REL
+B
+B
+B
BATT
VSS
STA-SW
STA-REL
DPFSOL
EXBCUT-SW
B
Vehicle
Speed Sensor
MIL
GL-L
Accelerator
Position
Sensor
Idle Up
Volume
PTO
Accelerator
Position
Sensor
APS1-VCC
APS1
APS1-GND
APS2-VCC
APS2
APS2-GND
IDLUP-VCC
IDLUP
IDLUP-GND
PACL-VCC
PACL
PACL-GND
CANH
CANL
TACHO
VSOUT1
Exhaust Brake
PTO Disable SW
Remote PTO Set
Remote PTO Resume
PTO Set Speed A SW
PTO Set Speed B SW
CAB Control Disable SW
Ignore Brake/Clutch SW
Cruise Main (ON/OFF)
Cruise Resume/Accel
Cruise Set/Coast
EXB-SW
PTODIS-SW
RSET-SW
RRES-SW
SSPA-SW
SSPB-SW
CCDIS-SW
DPFD-VCC
DPFD
DPFD-GND
IGBC-SW
CRM-SW
CRR-SW
THDOC
THDOC-GND
CRS-SW
THCSF
THCSF-GND
PTO SW
PTO Tap Down PTO Tap Up
PTO LAMP
Enable Relay
Magnetic Valve
PTO Feedback SW
Brake1 (Normally Open)
Brake2 (Normally Closed)
Clutch SW (MT Vehicles)
DPF Regeneration
Air Conditioner
Magnetic Clutch
PTOEN-SW
PTOEN-REL
LOCOL-SW
IDESEN-SW
PTOFB-SW
IDM1
IDM2
BK1-SW
BK2-SW
CL-SW
DPFREG-SW
AC-SW
COMMON1
TWV-A
TWV-C
COMMON2
TWV-B
TWV-D
:Option Circuit
Terminals with no external circuit commands written in parenthesis are auxiliary circuits.
Starter Relay
DPF Exhaust
Throttle
Exhaust
Soknoid Valve
Meter
Cut Relay
ABS
Malfunction Indicator Lamp
Glow Lamp
Twisted
Pair
SAEJ1939-11 Compliant
Twisted Pair
Tacho
Injector #3
Injector #2
C
Twisted
Pair
Low Coolant Level SW
Idle Engine Stop Enable SW
M+
M-
Injector #1
Injector #4
B
Starter Motor
Exhaust Gas
Diesel Throttle
DC Motor
AT
Controller
DPF Differential
Pressure Sensor
A
A
B
Vehicle Speed
PWM Output
VGS C/U
MT Vehicles Only
A
Glow Plug
Control Module
C
Glow Plug
Exhaust Gas
Temperature Sensor-1
(Oxidation Catalyst)
Temperature Sensor-2
(SCR)
Q006845E
1
–
28
Operation Section
Recognition Sensor
A
Crankshaft
Position Sensor
Cylinder
Manifold Absolute
Pressure sensor
Rail Pressure
Sensor1
Rail Pressure
Sensor2
Diesel Throttle
Position Sensor
Mass Air
Flow Meter
Coolant Temperature
Sensor
Fuel Temperature
Sensor
EGR Temperature
Sensor (IN)
EGR Temperature
Sensor (OUT)
NE-VCC
NE
NE-GND
G-VCC
G
G-GND
PB-VCC
PBOOST
PB-GND
PFUEL1-VCC
EXTPIP+
EXTPIP-
ISOH
ISOL
PFUEL1
SCVHI
SCVHI
SCVLO
SCVLO
PFUEL1-GND
PFUEL2-VCC
PFUEL2
THCAI1
THCAI1-GND
PFUEL2-GND
ITH-VCC
ITH
ITH-GND
THCAO1-GND
MAF
MAF-GND
THCOT
THCOT-GND
THA
(THCAO2)
THA-GND
(THCAO2-GND)
Atmospheric
Pressure
Sensor
(BARO)
Fuel Addition Valve
DCU
Twisted Pair
SCV
CAC In
Temperature
CAC Out
Temperature
ISO CAN
SAE.CON
Compressor Outlet
Temperature
THW
THW-GND
EXPS-VCC
EXPS
EXPS-GND
THL
THL-GND
THEGRI
THEGRI-GND
THEGRO
EGRPOS-VCC
THEGRO-GND
IMT
IMT-GND
EGRPOS-U
EBM-U
EGRPOS-V
EBM-V
EGRPOS-W
EBM-W
EGRPOS-GND
Fuel Addition Valve
Pressure Sensor
EGR Valve Drive DC
Brushless Motor
Oil Pressure
Sensor
POIL-VCC
POIL
POIL-GND
P-GND
P-GND
P-GND
P-GND
GND
GND
CASE-GND
Power GND
Power GND
Power GND
Power GND
Signal GND
Signal GND
Case GND
:Option Circuit
Terminals with no external circuit commands written in parenthesis are auxiliary circuits.
Q006846E
9.2 Connector Diagram
Operation Section
1
–
29
Q006847
Service Division DENSO CORPORATION
1-1, Showa-cho, Kariya-shi, Aichi-ken, 448-8661, Japan

Public link updated
The public link to your chat has been updated.
Advertisement
Key features
- High-pressure system (200 MPa)
- Positive pressure filter use
- G3 type injectors
- Diesel Particulate Filter (DPF)
- Urea Selective Catalytic Reduction (SCR)