DENSO YD1-K2 Diesel Injection Pump SERVICE MANUAL
The DENSO YD1-K2 Diesel Injection Pump is a high-performance system designed for use in Nissan vehicles. The system features advanced electronic control technology to meet the high pressurization requirements for cleaner exhaust gas emissions, lower fuel consumption, and reduced noise. It consists of a supply pump, rail, injectors, and ECU, all working together to deliver precise and efficient fuel injection. This manual provides detailed information on the construction, operation, and system configuration of these components.
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For DENSO Authorized
ECD Service Dealer Only
Diesel Injection Pump
No. E-03-01
SERVICE MANUAL
Common Rail System for NISSAN
YD1-K2 Type Engine
Operation
June, 2003
00400013E
Foreword
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 pump for the NISSAN YD1-K2 type engine. 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
1. Product Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-1. Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-2. System Components Parts Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-1. Features of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-2. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3. Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3-1. Description of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3-2. Description of Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3-3. Various Types of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4. DTC (Diagnosis Trouble Codes) Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4-1. About the Codes shown in the table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4-2. DTC (Diagnosis Trouble Code) Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5. External Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5-1. ECU External Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5-2. ECU Connector Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
1. Product Application
1-1. Application
Vehicle Name
PREMERA
ALMERA
TINO
Vehicle Model
ED
HS
HM
Engine Model
YD1-K2
Exhaust Volume
2.2L
Reference
Made in France
1-2. System Components Parts Number
Part Name
Supply pump
Rail
Injector
Engine ECU
Crankshaft position sensor
Cylinder recognition sensor
ED
100
HS
100
O
O
O
O
O
O
O
O
O
Applicable Model
O
O
O
O
O
O
O
HS
82
O
O
O
O
O
O
O
HM
100
O
O
O
O
O
O
O
HM
82
DENSO Part
Number
O 294000-0121
O 095440-0420
095000-5130
O 095000-5180
275800-2193
275800-2203
275800-2440
275800-2450
275800-2322
275800-2332
275800-2340
275800-2350
275800-2363
275800-2373
O 275800-2380
O 275800-2390
O 949979-0090
O 949979-1190
Car Manufacturer
Part Number
Reference
16700 AW401
17520 AW400
16600 AW400 100kW Engine
16600 BN800 82kW Engine
23710 AW402 Standard
23710 AW407 w/VDC
23710 AW410 w/ASCD
23710 AW415 w/ASCD, VDC
23710 BN811 Standard
23710 BN816 100kW Engine w/VDC
23710 BN800 82kW Engine
23710 BN805 82kW Engine w/VDC
23710 BU712 Standard
23710 BU717 100kW Engine w/VDC
23710 BU700 82kW Engine
23710 BU705 82kW Engine w/VDC
23731 AW400
23731 AW410
-1-
2. Outline
2-1. Features of System
The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for
1. further improved fuel economy; 2. noise reduction; and 3. high power output.
A. System Characteristics
The common rail system uses a type of accumulation chamber called a rail 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 timing), 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 decreases the amount of black smoke ordinarily emitted by a diesel engine during startup and acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.
a.
Injection Pressure Control
Enables high-pressure injection even at low engine speeds.
Optimizes control to minimize particulate matter and NOx emissions.
b.
Injection Timing Control
Enables finely tuned optimized control in accordance with driving conditions.
c.
Injection Rate Control
Pilot injection control sprays a small amount of fuel before the main injection.
-2-
B. Comparison to the Conventional System
-3-
2-2. Outline of System
A. Main System Components
-4-
B. Composition
The common rail system consists primarily of a supply pump, rail, injectors, and ECU.
C. Operation
a.
Supply Pump (HP3)
The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel discharged 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.
Rail
The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.
c.
Injector
This injector replaces the conventional 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 is applied to the injector. This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.
d.
Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).
-5-
D. Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the rail, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
E. 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) ECU; and
(c) Actuators.
a.
Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
b.
Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order to achieve optimal conditions.
c.
Actuators
Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically controlling the actuators. The injection quantity and timing are determined by controlling the duration and the timing 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.
-6-
3. Construction and Operation
3-1. Description of Main Components
A. Supply Pump (HP3)
a.
Outline
The supply pump consists primarily of the pump body (eccentric cam, ring cam, and plungers), SCV (Suction Control
Valve), fuel temperature sensor, and feed pump.
The two plungers are positioned vertically on the outer ring cam for compactness.
The engine drives the supply pump at a ratio of 1:2. The supply pump has a built-in feed pump (trochoid type), 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 rail. 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).
-7-
b.
Supply Pump Exploded Diagram
-8-
c.
Supply Pump Internal Fuel Flow
The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.
d.
Construction of Supply Pump
The eccentric cam is attached to the drive shaft. The eccentric cam is connected to the ring cam.
As the drive shaft rotates, the eccentric cam rotates in the eccentric state, and the ring cam moves up and down while rotating.
-9-
The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the drive shaft.
e.
Operation of the Supply Pump
As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel, while
Plunger A pumps it to the rail.
-10-
B. Description of Supply Pump Components
a.
Feed Pump
The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the two plungers via the fuel filter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.
b.
SCV: Suction Control Valve
A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the length of time that the 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 rail 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 armature to the left 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 return spring contracts, completely opening the fuel passage and supplying fuel to the plungers.
(Full quantity intake and full quantity discharge)
When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally opened).
By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is discharged by the plungers.
-11-
(1) In case of short duty ON
Short duty ON => large valve opening => maximum intake quantity
-12-
(2) In case of long duty ON
Long duty ON => small valve opening => minimum intake quantity
-13-
C. Rail
a.
Outline
Stores pressurized fuel (0 to 180 MPa) 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 rail.
The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, while the pressure limiter controls the fuel pressure in the rail. This ensures optimum combustion and reduces combustion noise.
b.
Rail Pressure (Pc) Sensor
This sensor detects fuel pressure in the rail and sends a signal to the ECU. It is a semi-conductor type pressure sensor that utilizes the characteristic whereby electrical resistance changes when pressure is applied to silicon.
c.
Pressure Limiter (made by another manufacturer)
The pressure limiter relieves pressure by opening the valve if abnormally high pressure is generated. The valve opens when pressure in the rail reaches approximately 200 MPa, and closes when pressure falls to approximately 50 MPa. Fuel leaked by the pressure limiter returns to the fuel tank.
-14-
D. Injector
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 solenoid-control type TWV (Two-Way Valve) injector has been adopted.
A hollow screw with a damper is fitted in the fuel leak pipe connection to improve the injection precision.
c.
Construction
-15-
d.
Operation
The TWV solenoid valve opens and closes the outlet orifice to control the pressure in the control chamber, and the start and end of injection.
(1) No injection
When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control chamber. Thus, the solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure that is applied to the command piston causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuel is not injected.
(2) Injection
When current is initially applied to the solenoid, the attraction of the solenoid pulls the TWV up, effectively opening the outlet orifice and allowing the fuel to flow out of the control chamber. After the fuel flows out, the pressure in the control chamber decreases, pulling the command piston up. This causes the nozzle needle to rise and injection to start.
The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston. The fuel that flows below the nozzle needle lifts the it upward, which helps to improve the nozzle's opening and closing response.
When current continues to be applied to the solenoid, the nozzle reaches its maximum lift, where the injection rate is also at the maximum level. When current to the solenoid is turned OFF, the TWV falls, causing the nozzle needle to close immediately and the injection to stop.
-16-
e.
Harness Connector with Correction Resistor
A correction resistor is provided in the harness connector (4-pin connector) of each injector to minimize the variances in the injection volume among the cylinders (adjusted in the production line).
-17-
3-2. Description of Control System Components
A. Engine Control System Diagram
-18-
B. ECU (Electronic Control Unit)
a.
Outline
This is the command center that controls the fuel injection system and engine operation in general.
The EDU is contained inside the ECU. The EDU has been adapted to support the high-speed actuation of the injectors.
The high-speed actuation of the injector solenoid valve is made possible through the use of a high-voltage generating device (DC/DC converter).
b.
EDU Operation
The high-voltage generating device converts the battery voltage into a high voltage. The Engine ECU sends signals to terminals B through E of the EDU in accordance with the signals from the sensors. Upon receiving these signals, the
EDU outputs signals to the injectors from terminals H through K.
-19-
C. Description of Sensors
a.
Crankshaft Position Sensor (NE)
An NE pulsar attached to the crankshaft timing gear outputs a signal for detecting the crankshaft angle and engine speed.
b.
Cylinder Recognition Sensor (G)
A cylinder recognition sensor (G pulsar) is attached to the supply pump timing gear, and outputs a cylinder recognition signal so that the ECU can calculate fuel injection timing.
-20-
c.
Fuel Temperature Sensor (THF)
The fuel temperature sensor is mounted on the supply pump, and detects the fuel temperature, sending a signal to the engine ECU.
The detection component utilizes a thermistor.
-21-
3-3. Various Types of Controls
A. Outline
This system effects fuel injection quantity and injection timing control more appropriately than the mechanical governor and timer used in the conventional injection pump. The engine ECU performs the necessary calculations in accordance with the sensors installed on the engine and the vehicle. It then controls the timing and duration of time in which current is applied to the injectors, in order to realize both optimal injection and injection timing.
a.
Fuel Injection Quantity Control Function
The fuel injection quantity control function replaces the conventional governor function. It controls the fuel injection to an optimal injection quantity based on the engine speed and accelerator position signals.
b.
Fuel Injection Timing Control Function
The fuel injection timing control function replaces the conventional timer function. It controls the injection to an optimal timing based on the engine speed and the injection quantity.
c.
Fuel Injection Rate Control Function
Pilot injection control injects a small amount of fuel before the main injection.
d.
Fuel Injection Pressure Control Function (Rail Pressure Control Function)
The fuel injection pressure control function (rail pressure control function) controls the discharge volume of the pump by measuring the fuel pressure at the rail pressure sensor and feeding it back to the ECU. It effects pressure feedback control so that the discharge volume matches the optimal (command) value set in accordance with the engine speed and the injection quantity.
-22-
B. Fuel Injection Quantity Control
a.
Outline
This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and mass airflow corrections to the basic injection quantity that is calculated by the engine ECU, based on the engine operating conditions and driving conditions.
b.
Injection Quantity Calculation Method c.
Basic Injection Quantity
The basic injection quantity is determined by the engine speed (NE) and the accelerator position. The injection quantity is increased when the accelerator position signal is increased while the engine speed remains constant.
-23-
d.
Maximum Injection Quantity
The maximum injection quantity is calculated by adding the mass airflow correction, intake air temperature correction, atmospheric pressure correction and the cold operation maximum injection quantity correction to the basic maximum injection quantity that is determined by the engine speed.
e.
Starting Injection Quantity
When the starter switch is turned ON, the injection quantity is calculated in accordance with the starting base injection quantity and the starter ON time. The base injection quantity and the inclination of the quantity increase/decrease change in accordance with the coolant temperature and the engine speed.
f.
Idle Speed Control (ISC) System
This system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed that is calculated by the engine ECU. The target speed varies according to the type of transmission (manual or automatic), whether the air conditioner is ON or OFF, the shift position, and the coolant water temperature.
g.
Idle Vibration Reduction Control
To reduce engine vibrations during idle, this function compares the angle speeds (times) of the cylinders and regulates the injection quantity for the individual cylinders if there is a large the difference, in order to achieve a smooth engine operation.
-24-
C. Fuel Injection Timing Control
a.
Outline
Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.
b.
Main and Pilot Injection Timing Control
(1) Main Injection Timing
The engine ECU calculates the basic injection timing based on the engine speed the final injection quantity, and adds various types of corrections in order to determine the optimal main injection timing.
(2) Pilot Injection Timing (Pilot Interval)
Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The pilot interval is calculated based on the final injection quantity, engine speed, coolant temperature (map correction). The pilot interval at the time the engine is started is calculated from the coolant temperature and speed.
c.
Injection Timing Calculation Method
(1) Outline of Control Timing
(2) Injection Timing Calculation Method
-25-
D. Fuel Injection Rate Control
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay from the start of injection to the beginning of combustion, cannot be shortened to less than a certain value. As a result, the quantity of fuel that is injected until main ignition occurs increases, resulting in an explosive combustion at the time of main ignition. This increases both NOx and noise. For this reason, pilot injection is provided to minimize the initial injection rate, prevent the explosive first-stage combustion, and reduce noise and NOx.
E. Fuel Injection Pressure Control
A value that is determined by the final injection quantity, the water temperature and the engine speed is calculated. During the starting of the engine, the calculation is based on the water temperature and the atmospheric pressure
F. Other Controls
Limit maximum injection quantity
Gradual acceleration injection quantity
Gradual deceleration injection quantity
Post-acceleration damping injection quantity
Reference injection quantity
Fuel cutoff
EGR
Turbo control
Glow plug relay
-26-
4 DTC (Diagnosis Trouble Codes) Table
4-1. About the Codes shown in the table
The "SAE" under the DTC code indicates the codes that are output when the STT (DST-1) is used, and the "Light" indicates the codes that are output when the CHECK ENGINE warning light is used. (SAE: Society of Automotive Engineers,
U.S.A.)
If multiple DTCs are output, they are shown in order starting with the lowest number.
4-2. DTC (Diagnosis Trouble Code) Table
*1: The area with *1 are purely vehicle side.
Code
No.
U1000
*1
P0016
P0088
P0103
P0112 input
Diagnostic Item
CAN communication line
Crankshaft position-camshaft position correlation
Fuel rail pressure too high
Mass airflow sensor circuit high
Intake air temperature sensor circuit low input
Description of Diagnosis
Excessively high voltage from the sensor to the ECM.
Excessively low voltage from the sensor to the ECM.
Inspection Area
ECM cannot communicate with other control units.
ECM cannot communicate for more than the specified time.
The correlation between the crankshaft position sensor signal and camshaft position sensor signal is outside the normal range.
Fuel pressure is exessively higher than the specified value.
Harness or connectors
(CAN communication line is open or shorted)
Timing chain
Signal plate
Fuel pump
Harness or connectors
(The fuel pump circuit is open or shorted.)
Fuel pump P0089
P0093
Fuel pump performance
Fuel system leak
Fuel pressure is too much higher than the target value.
"ECM detects a fuel system leak".
(The relation between the output voltage to the fuel pump and the input voltage from the fuel rail pressure sensor is outside the normal range.)
P0102 Mass airflow sensor circuit low input Excessively low voltage from the sensor to the ECM.
Fuel pump
Fuel rail
Fuel pipe
Fuel rail pressure relief valve
Harness or connectors
(The sensor circuit is open or shorted.)
Mass airflow sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Mass airflow sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Intake air temperature sensor
-27-
Code
No.
Diagnostic Item Description of Diagnosis
P0113 Intake air temperature sensor circuit high input
Excessively high voltage from the sensor to the ECM.
P0117
P0118 Engine coolant temperature sensor circuit high input
Excessively high voltage from the sensor to the ECM.
P0122
P0123 Accelerator pedal position sensor 1 circuit high input
Excessively high voltage from the
APP sensor 1 to the ECM.
P0182
Engine coolant temperature sensor circuit low input
Accelerator pedal position sensor 1 circuit low input
Fuel pump temperature sensor circuit low input
Excessively low voltage from the sensor to the ECM.
Excessively low voltage from the
APP sensor 1 to the ECM.
Excessively low voltage from the sensor to the ECM.
P0183 Fuel pump temperature sensor circuit high input
Excessively high voltage from the sensor to the ECM.
P0192
P0200
Fuel rail pressure sensor circuit low input
Fuel injector power supply circuit
Excessively low voltage from the sensor to the ECM.
P0193 Fuel rail pressure sensor circuit high input
Excessively high voltage from the sensor to the ECM.
ECM detects an excessively high/ low voltage from the fuel injection power source.
Inspection Area
Harness or connectors
(The sensor circuit is open or shorted.)
Intake air temperature sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Engine coolant temperature sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Engine coolant temperature sensor
Harness or connectors
(The APP sensor 1 circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
Harness or connectors
(The APP sensor 1 circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel pump temperature sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel pump temperature sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel rail pressure sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel rail pressure sensor
ECM
-28-
Code
No.
P0201 open
Diagnostic Item
No. 1 cylinder fuel injector circuit
Description of Diagnosis Inspection Area
P0202
P0203
P0204
P0217
No. 2 cylinder fuel injector circuit open
No. 3 cylinder fuel injector circuit open
No. 4 cylinder fuel injector circuit open
P0222 Accelerator pedal position sensor 2 circuit low input
P0223 Accelerator pedal position sensor 2 circuit high input
P0234
Engine overheating
Turbocharger overboost condition
An improper voltage signal is sent to the ECM by the No. 1 cylinder fuel injector.
An improper voltage signal is sent to the ECM by the No. 2 cylinder fuel injector.
An improper voltage signal is sent to the ECM by the No. 3 cylinder fuel injector.
An improper voltage signal is sent to the ECM by the No. 4 cylinder fuel injector.
Cooling fan does not operate properly (overheating).
Cooling fan system does not operate properly (overheating).
Engine coolant was not added to the system using the proper filling method.
Excessively low voltage from the
APP sensor 2 to the ECM.
Excessively high voltage from the
APP sensor 2 to the ECM.
ECM detects excessively high turbocharger boost pressure.
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel injector #1
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel injector #2
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel injector #3
Harness or connectors
(The sensor circuit is open or shorted.)
Fuel injector #4
Harness or connectors
(The cooling fan circuit is open or shorted.)
Cooling fan
Radiator hose
Radiator
Radiator cap
Water pump
Thermostat
Harness or connectors
(The APP sensor 2 circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
Harness or connectors
(The APP sensor 2 circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
Turbocharger
Vacuum hose (YD22DDTi engine models)
Turbocharger boost control solenoid valve
(YD22DDTi engine models)
-29-
Code
No.
P0237 low input
Diagnostic Item
Turbocharger boost sensor circuit
Description of Diagnosis Inspection Area
P0238
P0335
Turbocharger boost sensor circuit high input
Crankshaft position sensor circuit
Excessively low voltage from the sensor to the ECM.
Excessively high voltage from the sensor to the ECM.
Crankshaft position sensor signal is not detected by the ECM when the engine is running.
Harness or connectors
(The sensor circuit is open or shorted.)
Turbocharger boost sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Turbocharger boost sensor
Harness or connectors
(The sensor circuit is open or shorted.)
Crankshaft position sensor
Crankshaft position sensor
Signal plate
P0336
P0340
P0629
P0642
Crankshaft position sensor circuit range/performance
Camshaft position sensor circuit
Fuel pump control circuit high input
Accelerator pedal position sensor 1 power supply circuit low
Crankshaft position sensor signal is not the normal pattern when the engine is running.
Camshaft position sensor signal is not detected by the ECM when the engine is running.
ECM detects a fuel pump control circuit is short to power source.
ECM detects an excessively low
APP sensor 1 power source.
Harness or connectors
(The sensor circuit is open or shorted.)
Camshaft position sensor
Camshaft position sensor
Signal plate
P0341
P0563
Camshaft position sensor circuit range/performance
Battery voltage high
Camshaft position sensor signal is not the normal pattern when the engine is running.
Excessively high voltage from the battery to the ECM.
P0605 Engine control module (ROM) ECM ROM is malfunctioning.
P0606 Engine control module (Processor) ECM calculation function is malfunctioning.
P0628 Fuel pump control circuit low input ECM detects a fuel pump control circuit is open or short to the ground.
Battery
Battery terminal
Alternator
ECM
ECM
Harness or connectors
(The fuel pump circuit is open or shorted.)
Fuel pump
Harness or connectors
(The fuel pump circuit is open or shorted.)
Fuel pump
Harness or connectors
(The APP sensor 1 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
-30-
Code
No.
Diagnostic Item
P0643 Accelerator pedal position sensor 1 power supply circuit high
P0652 Accelerator pedal position sensor 2 power supply circuit low
P0653 Accelerator pedal position sensor 2 power supply circuit high
P0686
P1211
*1
P1212
*1
P1260
P1261
P1262
ECM relay circuit
TCS control unit
TCS communication line
No. 1 cylinder fuel injector adjustment resistor low input
No. 1 cylinder fuel injector adjustment resistor high input
No. 3 cylinder fuel injector adjustment resistor low input
Description of Diagnosis Inspection Area
ECM detects an excessively high
APP sensor 1 power source.
ECM detects an excessively low
APP sensor 2 power source.
ECM detects an excessively high
APP sensor 2 power source.
ECM detects ECM relay is stuck closed even if the ignition switch
OFF.
ECM received malfunction information from the ESP/TCS/ABS control unit.
ECM cannot continuously receive information from the ESP/TCS/ABS control unit.
Harness or connectors
(The APP sensor 1 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
Harness or connectors
(The APP sensor 2 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
Harness or connectors
(The APP sensor 2 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
Harness or connectors
(The ECM relay circuit is shorted.)
ECM relay
ESP/TCS/ABS control unit
TCS related parts
Excessively low voltage from the
No. 1 cylinder fuel injector adjustment resistor to the ECM.
Excessively high voltage from the
No. 1 cylinder fuel injector adjustment resistor to the ECM.
Excessively low voltage from the
No. 3 cylinder fuel injector adjustment resistor to the ECM.
Harness or connectors
(The CAN communication line is open or shorted.)
ESP/TCS/ABS control unit
Dead (Weak) battery
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #1
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #1
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #3
-31-
Code
No.
P1263
P1264
P1265
P1266
P1267
Diagnostic Item
No. 3 cylinder fuel injector adjustment resistor high input
No. 4 cylinder fuel injector adjustment resistor low input
No. 4 cylinder fuel injector adjustment resistor high input
No. 2 cylinder fuel injector adjustment resistor low input
No. 2 cylinder fuel injector adjustment resistor high input
Description of Diagnosis
Excessively high voltage from the
No. 3 cylinder fuel injector adjustment resistor to the ECM.
Excessively low voltage from the
No. 4 cylinder fuel injector adjustment resistor to the ECM.
Excessively high voltage from the
No. 4 cylinder fuel injector adjustment resistor to the ECM.
Excessively low voltage from the
No. 2 cylinder fuel injector adjustment resistor to the ECM.
Excessively high voltage from the
No. 2 cylinder fuel injector adjustment resistor to the ECM.
P1268
P1269
P1270
No. 1 cylinder fuel injector
No. 2 cylinder fuel injector
No. 3 cylinder fuel injector
The valve built into No. 1 cylinder fuel injector does not close properly
(stuck open) when the injector is not energized.
The valve built into No. 2 cylinder fuel injector does not close properly
(stuck open) when the injector is not energized.
The valve built into No. 3 cylinder fuel injector does not close properly
(stuck open) when the injector is not energized.
P1271 No. 4 cylinder fuel injector The valve built into No. 4 cylinder fuel injector does not close properly
(stuck open) when the injector is not energized.
P1272 Fuel rail pressure relief valve open Fuel rail pressure relief valve is open.
P1273 Fuel pump insufficient flow ECM detects an abnormal fuel pressure pulse.
Inspection Area
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #3
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #4
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #4
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #2
Harness or connectors
(The fuel injector adjustment resistor circuit is open or shorted.)
Fuel injector adjustment resistor #2
Fuel injector #1
Fuel injector #2
Fuel injector #3
Fuel injector #4
Fuel rail pressure relief valve
Fuel pump
-32-
Code
No.
Diagnostic Item
P1274 Fuel pump protection
Description of Diagnosis Inspection Area
P1275 Fuel pump exchange
Fuel pressure much higher than the target value.
Fuel pressure much higher than the target value.
Harness or connectors
(The fuel pump circuit is open or shorted.)
Fuel pump
Harness or connectors
(The fuel pump circuit is open or shorted.)
Fuel pump
P1610
-1612,
P1614
-1617
*1
Immobi. related
P2135 "Accelerator pedal position sensor 1,
2 signal correlation"
P2146
P2147
P2148
P2149
P2228
P2229
No. 1 and 4 cylinder fuel injector power supply circuit open
Fuel injector circuit low input
Fuel injector circuit high input
No. 2 and 3 cylinder fuel injector power supply circuit open
Barometric pressure sensor circuit low input
Barometric pressure sensor circuit high input
The correlation between the APP sensor 1 signal and APP sensor 2 signal is outside the normal range.
Improper voltage signal sent to the
ECM by the No. 1 and 4 cylinder fuel injectors.
ECM detects the fuel injector circuit is shorted to the ground.
ECM detects the fuel injector circuit is shorted to the power source.
Improper voltage signal is sent to the ECM by the No. 2 and 3 cylinder fuel injectors.
Excessively low voltage from the barometric pressure sensor (builtinto ECM) to the ECM.
Excessively high voltage from the barometric pressure sensor (builtinto ECM) to the ECM.
Harness or connectors
(The APP sensor circuit is open or shorted.)
Accelerator pedal position sensor
Harness or connectors
(The fuel injector circuit is open.)
Harness or connectors
(Fuel injector circuit shorted.)
Harness or connectors
(Fuel injector circuit shorted.)
Harness or connectors
(The fuel injector circuit is open.)
ECM
ECM
-33-
5 External Wiring Diagram
5-1. ECU External Wiring Diagram
A. Diagram 1
-34-
B. Diagram 2
-35-
5-2. ECU Connector Diagram
A. ECU Connector Terminal Layout
B. Terminal Connections
No.
Pin Symbol Connections
1 P-GND POWER GROUND
2 P-GND
3 P-GND
POWER GROUND
POWER GROUND
4 COMMON 1 INJECTION COMMON
5 COMMON 1 INJECTION COMMON
6 VNT EVRV FOR VNT
14
15
16
10 SCV+
11
12
13
17
18
19
20
21 TWV4
22 TWV4
23 TWV2
24 TWV2
25 EGR#1
26 EGR#2
27 EGR#3
28 EGR#4
29 SCV-
30
SUCTION CONTROL VALVE
INJECTION DRIVE 4
INJECTION DRIVE 4
INJECTION DRIVE 2
INJECTION DRIVE 2
STEP MOTOR A
STEP MOTOR B~
STEP MOTOR A~
STEP MOTOR B
SUCTION CONTROL VALVE
No.
Pin Symbol Connections
31
32
33
34
35
36
37
38
39
40 TWV3
41 TWV3
42 TWV1
43 TWV1
44 A-VCC3
45 A-VCC4
46 NE+
47 G+
48 PFUEL
49 PFUEL
50 THF
51 THW
52 BOOST
INJECTION DRIVE 3
INJECTION DRIVE 3
INJECTION DRIVE 1
INJECTION DRIVE 1
SENSOR (POWER SUPPLY)
SENSOR (POWER SUPPLY)
CRANKSHAFT POSITION SENSOR+
CYLINDER RECOGNITION SENSOR+
RAIL PRESSURE SENSOR
RAIL PRESSURE SENSOR
FUEL TEMP
COOLANT TEMP
BOOST SENSOR
53
54 AMF AMF SENSOR
55 EXT-A-TMP EXT-AIR-TEMP-SENSOR
56
57
58
59 RINJ1
60 RINJ2
INJECTOR CORRECTION 1
INJECTOR CORRECTION 2
-36-
No.
Pin Symbol Connections No.
Pin Symbol
76
77
78 A-GND
79 AD5
80 AD6
81 AD7
82 A-VCC1
83 APS1
84 APS1GND
85 S-GND
86
87 CAN1-L
88
89 K-LINE
90 A-VCC2
91 APS2
61 RINJ3
62 RINJ4
63 A-VCC5
64 A-VCC6
65 NE-
66 G-
67 S-GND
68 PFUELRTN
69 THFRTN
INJECTOR CORRECTION 3
INJECTOR CORRECTION 4
SENSOR (POWER SUPPLY)
92 APS2GND
93
94
SENSOR (POWER SUPPLY)
ENGINE SPEED SENSOR-
95
96
CRANKSHAFT POSITION SENSOR97
CAN1-H
SHIELD GROUND
SENSOR GROUND
FUEL TEMP RTN
98
99 STA-SW
100 BRK1
70 THWRTN COOLANT TEMP RTN
71 BOOSTRTN BOOST SENSOR RTN
72 EGRLIFTRTN EGR LIFT SENSOR RTN
73 AMFRTN
74 EXT-A-RTN
75
AMF RTN
EXT-AIR-TEMP-SENSOR RTN
101
102
103
104
105 M-REL
106
INJECTOR CORRECTION RTN
ANALOG INPUT OPTION
ANALOG INPUT OPTION
ANALOG INPUT OPTION
SENSOR (POWER SUPPLY)
ACCEL PEDAL SENSOR
SENSOR GROUND
SHIELD GROUND(APS)
CAN COMMUNICATION
KWP2000 K-LINE
SENSOR (POWER SUPPLY)
ACCEL PEDAL SENSOR
107 IG-SW
108 IG-SW
109
110 N-SW
111 PS-SW
112
113 M-REL
114 C-GND
115
116
117
118
119 +BP
120 +BP
121 BATT
Connections
SENSOR GROUND
CAN COMMUNICATION
STARTER SW
BRAKE SW1
MAIN RELAY
IGNITION SW
IGNITION SW
NEUT SW
POWER STRG SW
MAIN RELAY
SIGNAL GROUND
BATTERY+ (MAIN RELAY)
BATTERY+ (MAIN RELAY)
BATTERY+
-37-
Published: June 2003
Duplication prohibited without permission
Edited and published by:
Service Department, DENSO Corporation
1-1 Showa-cho, Kariya, Aichi Prefecture, Japan
[DTP]

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