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SERVICE MANUAL

1. Diesel Injection Pump SERVICE MANUAL COMMON RAIL SYSTEM CRS OPERATION September 2007 DENSO CORPORATION 00400534E 2007 DENSO CORPORATION All Rights Reserved This book may not be reproduced or copied in whole or in part without the written permission of the publisher Revision History Revision History 2007 09 e SCV Explanation of compact SCV added to Suction Control Valve SCV Operation Refer to page 1 30 e Repair section added Table of Contents Table of Contents Operation Section 1 GENERAL DESCRIPTION 1 1 Changes In Environment Surrounding The Diesel Engine 0 0 cocoa 1 1 1 2 Demands On Fuel Injection System o oooooooororr eee tenet eee eens 1 2 1 3 Types Of And Transitions In ECD ELECTRONICALLY CONTROLLED DIESEL Systems 1 3 1 4 Common Rail System CharacteristicS 0 0 0 0 0 ee eee ee ees 1 4 1 5 Common Rail System And Supply Pump Transitions 0 0 0 00000 ee ee eee 1 5 1 6 IMector ansiosa ls doo here ice ees ac aha uae der ed allen te nk toch sarc de dote dale tal need 1 5 1 7 Common Rail System Configuration 0 0 0 0 eee ee eee 1 6 2 COMMON RAIL SYSTEM OUTLINE 2 1 Layout of Main Components 1 7 3 SUPPLY PUMP DESCRIPTION 3 1 HPO TYDS uri ri capi Mead eee oa doe ee toh okt eh Mare dba eda ee a edad 1 12 32 MEZ WDGe 2 pct tc A A Meee eee eee A Meee eee ate 1 18 9 PAPS TYPE fit tie tre eek cle the
2. 4 1 Rail Functions and Composition e The function of the rail is to distribute fuel pressurized by the supply pump to each cylinder injector e The shape of the rail depends on the model and the component parts vary accordingly e The component parts are the rail pressure sensor Pc sensor pressure limiter and for some models a flow damper and pressure discharge valve Pressure Limiter Flow Damper Rail Pressure Sensor Pc Sensor a Pressure Discharge Valve i Pressure Limiter Rail Pressure Sensor Pc Sensor Q000854E 4 2 Component Part Construction and Operation Component Parts Functions Stores pressurized fuel that has been pumped from the supply pump and distrib utes the fuel to each cylinder injector Pressure Limiter Opens the valve to release pressure if the pressure in the rail becomes abnormally high Rail Pressure Sensor Pc Sensor Detects the fuel pressure in the rail Flow Damper Reduces the pressure pulsations of fuel in the rail If fuel flows out excessively the damper closes the fuel passage to prevent further flow of fuel Mostly used with engines for large vehicles Pressure Discharge Valve Controls the fuel pressure in the rail Mostly used with engines for passenger cars Operation Section 1 47 1 Pressure Limiter e The pressure limiter opens to release the pressure if abnormally high pressure is generated If pressure within the rail becomes abnormally high th
3. From Vacuum Pump To EGR Valve O 9 O a FV l EL Core Y Diaphragm Stator Core Atmosphere EGR Quantity Increased EGR Quantity Decreased Q000904E Operation Section 1 78 7 3 Electronically Controlled Throttle Not Made By DENSO 1 General Description e The electronically controlled throttle is located upstream of the EGR valve in the intake manifold It controls the throttle valve at an optimal angle to regulate the EGR gas and reduce noise and harmful exhaust gases 2 Operation e Signals from the engine ECU actuate the stepping motor which regulates the throttle valve opening EGR Control e To further increase the EGR volume when the EGR valve is fully open the vacuum in the intake manifold can be in creased by reducing the throttle valve opening which restricts the flow of the intake air Noise and Exhaust Gas Reduction e When the engine is being started the throttle valve opens fully to reduce the emissions of white and black smoke e When the engine is being stopped the throttle valve closes fully to reduce vibration and noise During normal driving the throttle valve opening is controlled in accordance with the engine conditions coolant tem perature and atmospheric pressure Stepping Motor Throttle Valve Q000905E Operation Section 1 79 7 4 Exhaust Gas Control System 1 General Description e The exhaust gas control system is provided to improve warm up and hea
4. LJ Downhill O Occasionally O Range When Decelerating O Dry Sealed road Outside Air O At Start Up O When Braking O Wet Sealed Road Temperature 1 Times per Day O Directly after Start Up O When Turning O Unsealed Road or C O _ Times per Week Guestionin C Upto Minutes after Start LI When Stopped Rough Road Surface Weather O Times per Month 9 lO Up to Minutes into Driving O No Relationship O Snow Covered or Icy Road Results O When Cold O Other Ol Potholes Manholes etc O When Warm O Other During Operation Other Additional Items DTC Check A Illuminated LINo I Yes L DTC Normal Fuel Pressure when Engine is Stopped L Abnormal DTC All Codes 1 Minute after Turning Engine OFF Malfunction Details Time of occurrence place and driving conditions during reoccurrence Inspection Results Reoccurrence Conditions Continues to Appear L Occurs Regularly Occurs Occasionally Mera Occurence Does Not Reoccur Q002316E Repair Section 2 96 2 3 Non Reoccurring Malfunctions O In cases where the malfunction does not reoccur perform the actions below to determine the cause of the malfunction Action Verify that there is no DTC stored in the memory that there is no DTC stored in the Verify that there is no DTC stored in the memory 0 Use the questionnaire as a basis to perform a reoccurrence test in Reoccurrence mode Use this data engine ECU vo
5. Repair Section 2 113 7 Rough idle Description Idle speed fluctuates causing the engine to vibrate Possible Cause e Engine cooling system e Crankshaft position sensor e Engine e Supply pump e Injector Clogged air cleaner element Check parts that may be a source of abnormal Repair the engine engine vibration Check each injector Refer to the injector check Repair or replace the injector and or the corre procedure issued by the vehicle manufacturer sponding circuit Repair the engine cooling system Check the crankshaft position sensor Refer to Repair or replace the crankshaft position sensor the crankshaft position sensor check procedure and or the corresponding circuit issued by the vehicle manufacturer Check the supply pump and the supply pump Repair or replace the supply pump and drive cir drive circuit Refer to the supply pump drive cir cuit cuit diagram issued by the vehicle manufac turer Troubleshooting complete Repair Section 2 114 8 The engine stalls when decelerating Description The engine suddenly stops when decelerating Possible Cause e Engine cooling system e Crankshaft position sensor e Engine ECU power supply circuit e Supply pump e Injector e Start signal circuit Clogged air cleaner element Verify that the engine is not overheated Repair the engine cooling system N z Check the crankshaft position sensor Refer to Repair or
6. AY Camshaft Fuel Intake Port Fuel Filter y With Priming Pump Fuel Tank Q000849E 1 40 Operation Section Operation e The discharge quantity is controlled by SCV control the same as for the HP2 however it differs from the HP2 in that the valve opening is adjusted by duty ratio control e In the intake stroke the spring makes the plunger follow the movement of the ring cam so the plunger descends to gether with the ring cam Thus unlike the HP2 the plunger itself also suctions in fuel When the suctioned fuel passes through the SCV the flow quantity is controlled to the required discharge quantity by the valve opening and enters the pump main unit e The quantity of fuel adjusted by the SCV is pumped during the pumping stroke Suction Valve Delivery Valve Plunger A Eccentric Cam Plunger A End of Compression Plunger B End of Suction Plunger A Start of Compression Plunger B Start of Suction Plunger A Start of Suction Plunger B Start of Compression Plunger A End of Suction Plunger B End of Compression QD0707E Operation Section 1 41 3 4 HP4 Type 1 Construction and Characteristics e The HP4 basic supply pump construction is the same as for the HP3 The composition is also the same as the HP3 being made up of the pump unit eccentric cam ring cam plunger the SCV suction control valve the fuel temper ature sensor and the feed pump The main difference is that
7. Along with this movement the port from the vacuum pump to the upper chamber of the diaphragm opens Consequently the out put vacuum increases which causes the EGR valve to open and the EGR volume to increase Meanwhile because increased output vacuum equals increased FV the moving core moves upward with the increase in FV When FM and FV are equal the port closes and the forces stabilize Because the vacuum circuit of the EGR is a closed loop it maintains the vacuum in a stabilized state provided there are no changes in the amperage lt NOTE gt 4 The engine ECU outputs sawtooth wave signals with a constant frequency The value of the current is the effective average value of these signals For details see the explanation of the HP3 supply pump and SCV To Decrease the EGR Volume A decrease in the current that is applied to the coil causes FV to become greater than FM As a result the dia phragm moves upward The moving core also moves upward in conjunction with the movement of the diaphragm causing the valve that seals the upper and lower diaphragm chambers to open Consequently the atmospheric pressure in the lower chamber enters the upper chamber thus reducing the output vacuum This causes the EGR valve to close and the EGR volume to decrease Because decreased output vacuum equals decreased FV the moving core moves downward with the decrease in FV When FM and FV are equal the port closes and the forces stabilize
8. D circuit low input P2123 Accelerator position sensor switch D circuit high input P2125 Accelerator position sensor switch E circuit related P2127 Accelerator position sensor switch E circuit low input P2128 Accelerator position sensor switch E circuit high input P2138 Accelerator position sensor switch D E circuit voltage correlation P2226 Atmospheric pressure sensor circuit related P2228 Atmospheric pressure sensor circuit low voltage P2229 Atmospheric pressure sensor circuit high voltage 2 428 Repair Section Published August 2004 Second Issu September 2007 Edited and published by DENSO CORPORATION Service Department 1 1 Showa cho Kariya Aichi Prefecture Japan
9. Pumping Solid Line Plunger 1 Broken Line Plunger 2 Torque Pattern Torque Oil Pumping Rate Torque Oil Pumping Rate Q000819E Operation Section 1 20 3 Exploded View Regulating Valve Fuel Temperature Sensor ZO 0 0 G _ QUO o a oye o 4 Y AN Camshaft Inner Cam Roller Pump Body Feed Pump O x gt SCV Suction Control Valve Q000820E Operation Section 1 21 4 Component Part Functions Feed Pump Draws fuel from the fuel tank and feeds it to the pumping mechanism Regulating Valve Regulates internal fuel pressure in the supply pump SCV Suction Control Valve Controls the quantity of fuel that is fed to the plunger in order to control fuel pressure in the rail Pumping Actuates the plunger Mechanism Actuates the plunger Moves reciprocally to draw and compress fuel Delivery Valve Maintains high pressure by separating the pressurized area rail from the pumping mechanism Fuel Temperature Sensor Detects the fuel temperature Check Valve Prevents the pressurized fuel in the pumping mechanism from flowing back into the suction side Feed Pump e The feed pump is a four vaned type that draws fuel from the fuel tank and discharges it to the pumping mechanism The rotation of the drive shaft causes the feed pump rotor to rotate and the vane to move by sliding along the inner surface of the casing eccentr
10. procedure issued by the vehicle manufacturer sponding circuit Check the supply pump and the supply pump Repair or replace the supply pump and drive cir drive circuit Refer to the supply pump drive cir cuit cuit diagram issued by the vehicle manufac turer Check parts that may be a source of poor fuel Repair the engine economy Troubleshooting complete 2 119 12 Black Smoke Description Black smoke is being exhausted Possible Cause e Injector e Supply pump e EGR system e Engine ECU e Electronic control throttle e Rail pressure sensor e Mass Air Flow MAF meter e Boost pressure sensor Clogged air cleaner element Replace the air cleaner or repair the air duct N z Check the electronic control throttle and the cor Repair or replace the electronic control throttle N G responding circuit Refer to the electronic con and or the corresponding circuit trol throttle check procedure issued by the vehicle manufacturer Check the MAF meter and the corresponding Repair or replace the MAF meter and or the cor N z circuit Refer to the MAF meter check proce responding circuit dure issued by the vehicle manufacturer Check the Exhaust Gas Recirculation EGR Repair or replace the EGR system N z system Refer to the EGR system check proce dure issued by the vehicle manufacturer Check the boost pressure sensor and the corre Repair or replace the bo
11. the designated times Monitor engine speed while cranking the Check the crankshaft position sensor Refer to z G engine Verify whether engine speed is being the crankshaft position sensor check procedure correctly output issued by the vehicle manufacturer Verify whether there is a start signal when Repair the start signal circuit G z cranking the engine by checking the engine ECU start signal terminal Check the engine ECU power supply Refer to Repair the engine ECU power supply G z the engine ECU power supply circuit diagram issued by the vehicle manufacturer Check each injector Refer to the injector check Repair or replace the injector and or the corre G z procedure issued by the vehicle manufacturer sponding circuit G cuit Check the supply pump and the supply pump z drive circuit Refer to the supply pump drive cir cuit diagram issued by the vehicle manufac Troubleshooting complete turer Repair Section 2 111 5 Idle instability following engine start Description Idle speed after starting the engine is abnormal Possible Cause e Injector e Supply pump e Fuel filter e Engine ECU e Rail pressure sensor Clogged air cleaner element Check each injector Refer to the injector check Repair or replace the injector and or the corre NG procedure issued by the vehicle manufacturer sponding circuit Replace the fuel filter
12. 2 98 3 2 DTC Check Code Reading via the DST 2 o oooooocoronaso nent eee eens 2 98 3 3 DTC Memory Erasure via the DST 2 0 0 0 eee teen nee nna 2 98 4 TROUBLESHOOTING BY SYSTEM 4 1 Intake System DiagnosiS ee eee eee eee eee e eens 2 99 42 Fuel SYStem DISgnosiS 2 build A ESO We AA A OE a ee 2 99 4 3 Basics of Electrical Electronic Circuit CheCkS 0 0 0 eee eens 2 102 5 TROUBLESHOOTING 5 1 Troubleshooting According to Malfunction Symptom for TOYOTA Vehicles 2 107 5 2 Other Malfunction Symptoms eee eee eee 2 122 6 DIAGNOSIS CODES DTC 6 1 DITC Char Example Vaart ri eek bere A EE eee be ee ee eee Cat 2 124 Operation Section 1 1 1 GENERAL DESCRIPTION 1 1 Changes In Environment Surrounding The Diesel Engine e Throughout the world there is a desperate need to improve vehicle fuel economy for the purposes of preventing global warming and reducing exhaust gas emissions that affect human health Diesel engine vehicles are highly acclaimed in Europe due to the good fuel economy that diesel fuel offers On the other hand the nitrogen oxides NOx and par ticulate matter PM contained in the exhaust gas must be greatly reduced to meet exhaust gas regulations and tech nology is being actively developed for the sake of improved fuel economy and reduced exhaust gases 1 Demands on Diesel Vehicles e Reduce exhaust gases NOx PM
13. Malfunction Indicator Light does not output a code the light does not blink there may be an open circuit in the TC terminal system or a failure in the engine ECU e If the malfunction indicator light is constantly ON there may be a short pinching in the wiring harness or a failure in the engine ECU e f meaningless DTCs are output there may be a malfunction in the engine ECU e If the MIL Malfunction Indicator Light illuminates without outputting a DTC while the engine operates at a minimum speed of 1000rpm turn the ignition switch OFF once then resume the inspection Reading DTCs 2 e If an abnormal DTC has been output check it against the DTC list Erasing DTCs from memory e Remove the ECD fuse 15A after 15 seconds have elapsed re install the fuse Engine Compartment Relay Block ECD Fuse 15A aay COMO 1 4 SFL LEI Q000919E lt CAUTION gt After completing the inspection of the ECD system erase the DTC memory and make sure the normal code is output Operation Section 1 86 3 4 Throttle Body Function Inspection lt CAUTION gt e Be sure to inspect the function of the throttle body after it has been disassembled and reassembled or after any of its components have been removed and reinstalled e Verifying Throttle Motor Verify that the motor generates an operating sound when the ignition switch is turned ON Also verify that there is no interference sound 1 Erasing DTCs 1 Connect t
14. P0183 Fuel temperature sensor A circuit high voltage P0184 Fuel temperature sensor A circuit intermittent operation P0185 Fuel temperature sensor B circuit related P0186 Fuel temperature sensor B circuit range performance P0187 Fuel temperature sensor B circuit low voltage P0188 Fuel temperature sensor B circuit high voltage P0189 Fuel temperature sensor B circuit intermittent operation P0272 Cylinder correction quantity error 4 cylinder Repair Section 2 126 Crankshaft position sensor A circuit related Crankshaft position sensor A circuit intermittent operation Cylinder recognition sensor A circuit related EGR sensor A circuit low voltage EGR sensor A circuit high voltage EGR sensor B circuit low voltage EGR sensor B circuit high voltage Vehicle speed sensor A circuit related Vehicle speed sensor A circuit range performance Brake switch A B correlation Intake air heater A circuit Fuel pump A open control circuit Transmission oil temperature sensor A circuit related Turbine speed sensor A circuit related Shift solenoid A actuation related Shift solenoid B actuation related Particulate Matter PM capture efficiency at or below specified value P2120 Accelerator position sensor switch D circuit related P2121 Accelerator position sensor switch D circuit range performance Repair Section 2 127 DTC Description P2122 Accelerator position sensor switch
15. Temperature Sensor e The intake air temperature sensor detects the temperature of the intake air after it has passed the turbocharger The sensor portion that detects the temperature contains a thermistor The thermistor which has an electrical resistance that changes with temperature is used to detect the intake air temperature Thermistor _ Temperature Resistance Characteristic Resistance Temperature Q000881E 4 Mass Airflow Meter with Built In Intake Air Temperature Sensor e The mass air flow meter is installed behind the air cleaner and detects the intake air flow mass flow This sensor is a hot wire type Since the electrical resistance of the hot wire varies with the temperature this characteristic is utilized to measure the intake air quantity The mass airflow meter also has a built in intake air temperature sensor thermistor type and detects the intake air temperature atmospheric temperature Intake Air Temperature Temperature Sensor Resistance Characteristic gt Intake Air TM Temperature Sensor Resistance Temperature C F Q000882E 5 Coolant Temperature Sensor e The coolant temperature sensor is installed on the cylinder block and detects the coolant temperature This sensor is a thermistor type Coolant Temperature Water Temperature Sensor Resistance Characteristic Thermistor oO gt gt 10 O DL WY oO of Coolant Temperature Q00
16. To Fuel Tank Connector Solenoid Valve From Rail Command Piston Nozzle Spring 00000000000 00000000000 Pressure Pin Nozzle Needle Leak Passage Q000865E lt NOTE gt Multi injection means that for the purpose of reducing exhaust gas emissions and noise the main injection is accom plished with one to five injections of fuel without changing the injection quantity Example Pattern with Five Injections Main Injection Pilot Injection Pre Injection After Injection Post Injection Injection Quantity Q000866E Operation Section 1 54 5 3 Injector Operation e The injector controls injection through the fuel pressure in the control chamber The TWV executes leak control of the fuel in the control chamber to control the fuel pressure within the control chamber The TWV varies with the injector type Non Injection e When the TWV is not energized the TWV shuts off the leak passage from the control chamber so the fuel pressure in the control chamber and the fuel pressure applied to the nozzle needle are both the same rail pressure The nozzle needle thus closes due to the difference between the pressure bearing surface area of the command piston and the force of the nozzle spring and fuel is not injected For the X1 type the leak passage from the control chamber is shut off by the outer valve being pressed against the seat by the force of the spring and the fuel pressure within the outer valve For the X
17. carbon monoxide CO hydrocarbon HC and smoke e Improve fuel economy e Reduce noise e Improve power output and driving performance 2 Transition of Exhaust Gas Regulations Example of Large Vehicle Diesel Regulations e The EURO IV regulations take effect in Europe from 2005 and the 2004 MY regulations take effect in North America from 2004 Furthermore the EURO V regulations will take effect in Europe from 2008 and the 2007 MY regulations will take effect in North America from 2007 Through these measures PM and NOx emissions are being reduced in stages EURO II La 2007 MY ES 2004 2005 2007 2008 North America 1 998 MY 2004 MY i Q000989E Operation Section 1 2 1 2 Demands On Fuel Injection System e In order to address the various demands that are imposed on diesel vehicles the fuel injection system including the injection pump and nozzles plays a significant role because it directly affects the performance of the engine and the vehicle Some of the demands are higher injection pressure optimized injection rate higher precision of injection timing control and higher precision of injection quantity control lt NOTE gt e For further information on higher injection pressure optimized injection rate higher precision of injection timing control and higher precision of injection quantity control see the material at the end of this document Operation Section 1 3 1 3 Types Of And Transi
18. code in the engine ECU Replacing the Injector It is necessary to register the ID code of the injector that has been replaced in the engine ECU No correction resistance so no electrical recognition capability Spare Injector Replacing the Engine ECU It is necessary to register the ID codes of all the vehicle injectors in the engine ECU Engine ECU Necessary to record the injector ID codes in the Engine ECU QD1536E No correction resistance so no electrical recognition capability Vehicle Side Injector SAA A A A ws wi il Spare Engine ECU Necessary to record the injector ID codes in the Engine ECU Q000985E Operation Section 1 59 6 DESCRIPTION OF CONTROL SYSTEM COMPONENTS 6 1 Engine Control System Diagram Reference Ai Accelerator Position Sensor L al Ignition Switch Signal Starter Signal Warm Up Switch Signal Vehicle Speed Signal Supply Pump Charge Circuit Pressure Discharge Valve Pressure Limiter Flow Damper Large Vehicles Intake Air Temperature Sensor Airflow Meter with Intake Air Temperature Sensor E VRV for EGR To Fuel Tank lt Intake Air Pressure Sensor Fuel Temperature Sensor HPO EGR Shut Off VSV Cylinder Recognition Sensor TDC G Sensor HP2 3 4 Crankshaft Position Sensor Engine Speed Sensor Supply Pump PCV TDC G Sensor Fuel Temperature Sensor Fuel Te
19. injection quantity even though the injection command is the same of the fuel in the leak pipe Hollow Screw with Damper Q000869E 2 Connector with Correction Resistor e The connector with correction resistor has a built in correction resistor in the connector section to minimize injection quantity variation among the cylinders Correction Resistor Terminal Solenoid Terminal Q000870E Operation Section 1 57 3 Injector with QR Codes e QR Quick Response codes have been adopted to enhance correction precision The QR code which contains the correction data of the injector is written to the engine ECU QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points greatly improving injection quantity precision QR Code Correction Points Example Pressure QR Codes Parameter 10EA01EB 13EA01EB 0000 BC ID Codes Injection Quantity Actuating Pulse Width TQ Q000871E lt NOTE gt QR codes are a new two dimensional code that was developed by DENSO In addition to injection quantity correction data the code contains the part number and the product number which can be read at extremely high speeds Operation Section 1 58 Handling Injectors with QR Codes Reference Injectors with QR codes have the engine ECU recognize and correct the injectors so when an injector or the engine ECU is replaced it is necessary to register the injector s ID
20. large or when the air fuel mixture is rich due to an insufficient quantity of air Source of Black Smoke Large Fuel Injection Quantity Air fuel mixture becomes rich Low Intake Air Quantity Air quantity is insufficient due to air filter clogging Poor Fuel Atomization The ratio of fuel to air worsens Retarded Fuel Injection Timing Air fuel mixing time is insufficient 1 2 Troubleshooting Troubleshooting cautions O Observe the following cautions to avoid decreased engine performance and fuel injector malfunctions e Use the designated fuel e Avoid water and foreign material intrusion into the fuel tank e Periodically check and clean the filter e Do not unnecessarily disassemble sealed components Troubleshooting notes e The cause of malfunctions is not necessarily limited to the pump itself but may also be related to the engine and or fuel systems Further the majority of malfunctions are the result of user error and often can often be resolved through simple checks and maintenance Avoid any hasty removal of system components Basic Check Items Engine Oil Fuel Supply to the Pump zeon ctor ton Satus EA Fan Belt Belt Se Supply Pump Timing Mark Check for Loose or Disconnected Connectors and Air Cleaner Modifications E Battery and Terminals Idle Speed Status 8 Fuel System Leaks E 2 DIAGNOSIS OVERVIEW 2 1 Diagnostic Work Flow Diagnostic Procedures 1 Receive malfunctioning vehicle 2 Q
21. manufacturer sponding circuit Check the Exhaust Gas Recirculation EGR system Refer to the EGR system check proce Repair or replace the EGR system Z dure issued by the vehicle manufacturer Check the supply pump and the supply pump Repair or replace the supply pump and drive cir z N drive circuit Refer to the supply pump drive cir cuit cuit diagram issued by the vehicle manufac turer Check the rail pressure sensor and the corre Repair or replace the rail pressure sensor and G N sponding circuit Refer to the rail pressure sen the corresponding circuit sor check procedure issued by the vehicle manufacturer Check the electronic control throttle and the cor Repair or replace the electronic control throttle N and or the corresponding circuit responding circuit Refer to the electronic con trol throttle check procedure issued by the z vehicle manufacturer Troubleshooting complete 2 122 Repair Section 5 2 Other Malfunction Symptoms Malfunctions caused by components other than the CRS There are occasions when a malfunction that appears to be generated by the CRS is actually caused by a different com ponent or system For instance engine mechanical parts and the fuel system may cause malfunction symptoms iden tical to symptoms generated by the CRS When troubleshooting do not simply assume that the source of a malfunction is the CRS Consider all caus
22. ring cam itself does not rotate Eccentric Cam a Camshaft Q000846E Operation Section 1 38 Delivery Valve e The delivery valve for the HP3 has an integrated element and is made up of the check ball spring and holder When the pressure at the plunger exceeds the pressure in the rail the check ball opens to discharge the fuel Check Ball Spring Holder Element Plunger Q000847E Fuel Temperature Sensor e The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a thermistor in which the electric resistance changes with the temperature in order to detect the fuel temperature Resistance Temperature Thermistor Characteristic ab gt ab O Cc DL 9 oO o Temperature Q000848E Operation Section 1 39 4 Supply Pump Operation Supply Pump Overall Fuel Flow e The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV At this time the regulating valve adjusts the fuel pressure to below a certain level The fuel sent from the feed pump has the required discharge quantity ad justed by the SCV and enters the pump unit through the suction valve The fuel pumped by the pump unit is pumped through the delivery valve to the rail Suction Pressure Feed Pressure E High Pressure Discharge Valve Suction Valve Return Pressure Plunger Combustion Overflow WN or Roser ESA La 74 Feed Pump
23. sor check procedure issued by the vehicle man ufacturer Check each injector Refer to the injector check Repair or replace the injector and or the corre N z procedure issued by the vehicle manufacturer sponding circuit Verify whether there is a start signal when Repair the start signal circuit N z cranking the engine by checking the engine ECU start signal terminal Check the engine ECU power supply Refer to Repair the engine ECU power supply N z the engine ECU power supply circuit diagram issued by the vehicle manufacturer Check the supply pump and the supply pump drive circuit Refer to the supply pump drive cir Repair or replace the supply pump and drive cir N z cuit cuit diagram issued by the vehicle manufac turer Troubleshooting complete Repair Section 2 110 4 The engine cranks normally but does not start Description The engine is cranked at the normal speed but does not start Possible Cause e Crankshaft position sensor e Engine ECU power supply circuit e Injector e Supply pump e Start signal circuit Clogged air cleaner element Use the DST 2 to verify whether the coolant Repair the glow control system Refer to the N z temperature is at the glow system operating glow control system check procedure issued by temperature In addition verify whether battery the vehicle manufacturer voltage is being supplied to the glow plugs at
24. speed e The vehicle speed sensor is operat ing normally and speed is 0 km h High Pressure Fuel System Check Raise engine speed to 2000 rpm and then use the active test to place the fuel inside the rail under high pres sure lt CAUTION gt Engine speed cannot be raised by stepping on the accelerator pedal e Verify that there are no fuel system leaks during the active test when fuel pressure is being applied to the rail 4 3 Basics of Electrical Electronic Circuit Checks 1 ECU terminal voltage and waveform measurements e When measuring the voltage and resistance of each terminal insert the multimeter probe into the rear side of the wiring harness connector If connectors are too small for the probe to be inserted easily insert a fine metal wire into the rear of the connector and touch the wire to the probe lt NOTE gt The number of each terminal can be seen from the rear side of the wiring harness AAA ES E fa Lia DO DDODODODOONDODODOO DO o0000000040000000 ASA Nay Ground Engine ECU Side Ground Wiring Harness Side Ground Q002326E Repair Section 2 103 2 Open circuit check e When dealing with a wiring harness open circuit like that depicted in diagram 1 check continuity and or voltage to determine the location of the open circuit Diagram 1 Engine ECU Open Circuit Q002327E Continuity Check 1 Remove connectors A and C and then measure resis tanc
25. switch turns the PCV relay ON and OFF to apply current to the PCV The ECU handles ON OFF control of the PCV Based on the signals from each sensor it determines the target discharge quantity required to provide optimum rail pressure and controls the ON OFF tim ing for the PCV to achieve this target discharge quantity From PCV relay To Rail PCV Relay Ignition Switch Q000772E Pumping Mechanism e The camshaft is actuated by the engine and the cam actuates the plunger via the tappet to pump the fuel sent by the feed pump The PCV controls the discharge quantity The fuel is pumped from the feed pump to the cylinder and then to the delivery valve PCV Pump Control Valve Camshaft Feed Pump Pulsar for TDC G Sensor CARES ICO Q000773E Operation Section 1 16 CYLINDER RECOGNITION SENSOR TDC G SENSOR e The cylinder recognition sensor TDC G sensor uses the alternating current voltage generated by the change in the lines of magnetic force passing through the coil to send the output voltage to the ECU This is the same for the engine speed sensor installed on the engine side A disc shaped gear which is provided in the center of the supply pump camshaft has cutouts that are placed at 120 intervals plus an extra cutout Therefore this gear outputs seven puls es for every two revolutions of the engine for a six cylinder engine Through the combination of engine side engine speed pulses and TDC pulses t
26. system Pressure Increase Ignition Start of Injection N T D C Crankshaft Angle Cylinder Internal Pressure Q002311E Cause of Diesel Knocking o o A large quantity of air fuel mixture is created prior to ignition or the 1 Early Injection Timing P E Cold Engine Intake air temperature is low Ignition occurs late without an increase in temperature Poor Engine Compression Poor Fuel Combustibility Ignition occurs late low cetane value Repair Section 2 92 2 White Smoke White smoke Uncombusted fuel that has been vaporized and then discharged e White smoke is generated when combustion occurs at a relatively low temperature resulting in the exhaust of un combusted fuel and oil particles White smoke is most likely to be generated when combustion chamber temperature is low Source of White Smoke Late Injection Timing Fuel is injected when the piston is in the down stroke Cold Engine Ignition occurs late and combustion is prolonged Poor Fuel Combustibility Rise and Fall of Oil Pressure Oil undergoes partial thermal breakdown 3 Black Smoke Black smoke Fuel that has been baked into soot and discharged e Black smoke is often referred to as just smoke Black smoke is generated when the injected fuel is poor in oxygen As the fuel is exposed to high temperatures thermal breakdown occurs leaving carbon behind Black smoke occurs when the injected fuel quantity is too
27. 02309E Operation Section 1 31 Duty Ratio Control The engine ECU outputs sawtooth wave signals with a constant frequency The value of the current is the effective average value of these signals As the effective value increases the valve opening decreases and as the effec tive value decreases the valve opening increases Low Suction Quantity High Suction Quantity ON ab O qu O gt O iq 5 O lt Current l Average Current Difference QDO0710E When the SCV Energized Duration Duty ON Time is Short When the SCV energization time is short the average current flowing through the solenoid is small As a result the needle valve is returned by spring force creating a large valve opening Subsequently the fuel suction quantity increases Conventional SCV Feed Pump te Large Valve Needle Opening Valve Q002341E Operation Section 1 32 Compact SCV Needle Valve Lar Ope ge ning Feed Pump When the SCV Energized Duration Duty ON Time is Long When the energization time is long the average current flowing to the solenoid is large As a result the needle A fu WOE n rro T E LM A Q002321E valve is pressed out in the compact SCV the needle valve is pulled creating a small valve opening Subsequently the fuel suction quantity decreases Conventional SCV Small Opening SC TEE O Needle Valv
28. 0883E Operation Section 1 65 6 Fuel Temperature Sensor e This is a thermistor type sensor that detects the fuel temperature In the HP2 HP3 and HP4 systems this sensor is installed on the supply pump unit but in the HPO system it is installed on a leak pipe from an injector Resistance Temperature Characteristic Thermistor Resistance Value Temperature Q000848E 7 Intake Air Temperature Sensor and Atmospheric Pressure Sensor e This sensor is a semiconductor type sensor It measures pressure utilizing the piezoelectric effect that when the pres sure on the silicon element in the sensor changes its electrical resistance changes In addition the air pressure on this sensor is switched between the pressure within the intake manifold and the atmospheric pressure so both the intake air pressure and the atmospheric pressure are detected with one sensor The switching between intake air pressure and atmospheric pressure is handled by the VSV vacuum switching valve When any one of the conditions below is established the VSV is switched ON for 150 msec by command of the engine ECU to detect the atmospheric pressure When none of the conditions below is established the VSV is switched OFF to detect the intake air pres sure Atmospheric Pressure Measurement Conditions Engine speed 0 rpm Starter ON Stable idling state Pressure Characteristic Pm Output Voltage oO O iq O g
29. 2 G2 types the control chamber outlet orifice is closed directly by the force of the spring Injection e When TWV energization starts the TWV valve is pulled up opening the leak passage from the control chamber When this leak passage opens the fuel in the control chamber leaks out and the pressure drops Because of the drop in pressure within the control chamber the pressure on the nozzle needle overcomes the force pressing down the nozzle needle is pushed up and injection starts When fuel leaks from the control chamber the flow quantity is re stricted by the orifice so the nozzle opens gradually The injection rate rises as the nozzle opens As current continues to be applied to the TWV the nozzle needle eventually reaches the maximum amount of lift which results in the max imum injection rate Excess fuel is returned to the fuel tank through the path shown End of Injection e When TWV energization ends the valve descends closing the leak passage from the control chamber When the leak passage closes the fuel pressure within the control chamber instantly returns to the rail pressure the nozzle closes suddenly and injection stops Actuating Actuating Actuating Current si Ll Current ik Current Outlet Orifice AS Control Outlet Orifice Control Control Inlet Orifice Chamber j i Chamber Chamber Pressure i E Pressure Pressure Command j E i Piston S gai Injection Rate Injection Rate Injection Rate Nozzle x Non Injec
30. Idle Speed Fully Dis l l Engine Stall Engine will not l charged Bat Sputtering Start tery Poor Acceler ation If it is likely that the malfunction occurs in rainy or high tempera ture weather spray the vehicle with water and verify whether Ea V TDD Q0023208 the malfunction occurs lt CAUTION gt e Do not spray water directly into the engine compartment Spray water in mist form on all surfaces of the radiator to indi rectly change temperature and humidity e Do not spray water directly on electrical parts Repair Section 2 98 3 DTC READING FOR TOYOTA VEHICLES 3 1 DST 2 e The DST 2 can check for DTCs in either normal or check mode In comparison to the normal mode the check mode has higher sensitivity in detecting malfunctions Check mode is used when detection is not possible in normal mode regardless of the assumed abnormality 3 2 DTC Check Code Reading via the DST 2 e Connect the DST 2 to the DLC3 connector O Operate the DST 2 in accordance with the instructions shown on the display to view the DTC check screen Select either the normal or check mode to verify the DTC 3 3 DTC Memory Erasure via the DST 2 e To erase DTC codes follow the instructions on the display to view the DTC and Freeze Data Erasure screen DTC ECD Erasure This will erase the DTC and freeze frame data Do you wish to proceed Q000916E lt CAUTION gt e If the DTC cannot be erased
31. Medium Load gt 140 O E 9 O D Engine Speed Q000501E 2 Operation e After the vacuum pump generates a vacuum the E VRV electric vacuum regulation valve regulates the vacuum and directs it to the diaphragm chamber of the EGR valve In response to this vacuum the diaphragm pushes the spring downward which determines the opening of the EGR valve and controls the EGR volume e The EGR cooler which is provided in the EGR passage between the cylinder head and the intake passage cools the EGR in order to increase the EGR volume e The EGR cutoff VSV which opens the diaphragm chamber to the atmosphere when the EGR valve is closed helps to improve response Diaphragm Vacuum Pump Vacuum Damper EGR Valve EGR Cooler Engine Speed Engine Accelerator Opening Intake Air Pressure And Atmospheric Pressure gt A 4 Coolant Temperature Exhaust Manifold O J Intake Air Relationship Between Vacuum and EGR Valve Opening Low lt j Vacuum gt High Small lt j EGR Valve Opening sum Large Q000903E Operation Section 1 77 To Increase the EGR Quantity The E VRV duty ratio is controlled In the stable condition shown in the bottom center diagram an increase in the current that is applied to the coil causes the attraction force FM in the coil to increase When this force becomes greater than the vacuum force FV that acts on the diaphragm the moving core moves downward
32. NG Check the supply pump and the supply pump Repair or replace the supply pump and drive cir NG cuit drive circuit Refer to the supply pump drive cir cuit diagram issued by the vehicle manufac turer Check the rail pressure sensor and the corre Repair or replace the rail pressure sensor and sponding circuit Refer to the rail pressure sen the corresponding circuit sor check procedure issued by the vehicle manufacturer Repair Section 2 112 6 The engine returns to idle speed too slowly or does not return at all Description The time required for the engine to return to idle speed is longer than normal or the engine does not return to idle speed Possible Cause e Accelerator position sensor e Injector e Supply pump Clogged air cleaner element Perform the accelerator pedal position sensor function check Refer to the accelerator posi tion pedal sensor check procedure issued by the vehicle manufacturer Check each injector Refer to the injector check procedure issued by the vehicle manufacturer Check the supply pump and the supply pump drive circuit Refer to the supply pump drive cir cuit diagram issued by the vehicle manufac turer Troubleshooting complete Repair or replace the accelerator position sen sor and or the corresponding circuit Repair or replace the injector and or the corre sponding circuit Repair or replace the supply pump and drive cir cuit
33. Operation Section 1 75 Manual ISC The idle engine speed is controlled by the setting on the idle setting button at the driver s seat Target Engine Speed IMC Volume Terminal Voltage Q000901E Idle Vibration Reduction Control This control reduces engine vibration during idle To achieve smooth engine operation it compares the angle speeds times of the cylinders and regulates injection quantity for each individual cylinder in the event of a large difference O 4h Make the At for all the cylinders equal Angular Speed 1 3 4 2 1 3 4 2 gt Crankshaft Angle Correction gt Crankshaft Angle Q000902E Operation Section 1 76 7 2 E EGR System Electric Exhaust Gas Recirculation 1 General Description e The E EGR system is an electronically controlled EGR system The EGR system recirculates a portion of the exhaust gases into the intake manifold in order to lower the combustion chamber temperature and reduce NOx emissions However operation of the EGR system may reduce engine power output and affect drivability For this reason in the E EGR system the engine ECU controls the EGR to achieve an optimal EGR amount Operation Conditions Example This operates in the operation region fulfilling the starting conditions below one example Engine Operating Conditions Except during engine warm up and startup does not overheat etc EGR Operating Range For Engine
34. This system uses an HP3 type supply pump that is compact lightweight and provides higher pressure It is mostly mounted in passenger cars and small trucks HP4 Type e This system is basically the same as the HP3 type however it uses the HP4 type supply pump which has an in creased pumping quantity to handle larger engines This system is mostly mounted in medium size trucks Exterior View of Main System Components Q000759E Mounting Diagram for Main System Components Throttle Body Intake Air EGR Valve E VRV for EGR Engine ECU Pressure SO DLC3 Connector Airflow Meter ES GP A with Intake Air S f ji at Temperature Sensor ES 1 Accelerator Position Sensor EDU Al A Y EGR Shut Off VSV gt Ad a Mie R B NI W Rail P Pressure Sensor Coolant Temperature Sensor Injector N co Discharge Valve Supply Pump Crankshaft Position Sensor Engine Speed Sensor a RISA Cylinder Recognition Sensor TDC G Sensor N Fuel Temperature Sensor Q000760E Operation Section Overall System Flow Fuel Pressure Discharge Valve Pressure Limiter Rail Pressure Sensor Supply Pump HP3 or HP4 e gt Flow of Injection Fuel gt Flow of Leak Fuel Plunger Suction Control Valve Feed Pump Fuel Filter Fuel Tank Q000927E Operation Section 3 SUPPLY PUMP DESCRIPTION 3 1 HPO Type 1 Construction and Characteristics e The HPO supply p
35. ZIRRI K K 7 KY ROS IK ROOQDQ SS MOSS gt RY NER SKK SON RRR O Pumping Mechanism Plunger Q000775E Operation Section 1 18 3 2 HP2 Type 1 Construction and Characteristics e The supply pump is primarily composed of the two pumping mechanism inner cam roller two plungers systems the SCV Suction Control Valve the fuel temperature sensor and the feed pump vane type and is actuated with half the engine rotation e The pumping mechanism consists of an inner cam and a plunger and forms a tandem configuration in which two sys tems are arranged axially This makes the supply pump compact and reduces the peak torque e The quantity of fuel discharged to the rail is controlled by the fuel suction quantity using SCV Suction Control Valve control In order to control the discharge quantity with the suction quantity excess pumping operations are eliminated reducing the actuation load and suppressing the rise in fuel temperature Fuel Temperature Sensor Delivery Valve Overflow SCV Fuel Suction From Fuel Tank Suction Control Valve Regulating Valve Feed Pump Check Valve Roller Plunger Inner Cam Q000818E Operation Section 1 19 2 Supply Pump Actuating Torque e Because the pumping mechanism is a tandem configuration its peak actuating torque is one half that of a single pump with the same discharge capacity IN Single Type Tandem Type Pumping ME E Feed Composition
36. al discharge of fuel by shutting off the fuel passage in the event of excess fuel discharge for example due to fuel leaking from an injection pipe or injector Some flow dampers combine a piston and ball and some have only a piston Type Combining Piston and Ball Piston Only Type Piston Ball Piston Q000858E Operation of Piston and Ball Type When a pressure pulse occurs in a high pressure pipe the resistance of it passing through the orifice disrupts the balance between the rail side and injector side pressures so the piston and ball move to the injector side absorbing the pressure pulse With normal pressure pulses since the rail side and injector side pressures are soon balanced the piston and ball are pushed back to the rail side by the spring If there is an abnormal discharge for example due to an injector side fuel leak the amount of fuel passing through the orifice cannot be balanced out and the pis ton presses the ball against the seat so the passage for fuel to the injector is shut off During Pressure Pulse Absorption Fuel Cut Off Piston Ball Spring Seat Q000859E Operation of Piston Only Type The piston contacts the seat directly and the piston shuts off the fuel passage directly Operation is the same as for the piston and ball type During Pressure Pulse Absorption Fuel Cut Off Piston Q000860E Operation Section 1 49 4 Pressure Discharge Valve e The pressure discharge val
37. als from the sensors Upon receiving these signals the EDU outputs signals to the injectors from terminals H through K At this time terminal F outputs the IJf injection verification signal to the ECU High Voltage Generation Circuit Control Circuit Q000877E 6 4 Various Sensors Various Sensor Functions Sensor Functions Crankshaft Position Sensor Detects the crankshaft angle and outputs the engine speed signal Engine Speed Sensor Cylinder Recognition Sensor Identifies the cylinders TDC G Sensor Accelerator Position Sensor Detects the opening angle of the accelerator pedal charger sor that detects the temperature of the intake air atmospheric temperature Intake Air Pressure Sensor Detects the intake air pressure Atmospheric Pressure Sensor Detects the atmospheric pressure Operation Section 1 62 1 Crankshaft Position Sensor Engine Speed Sensor and Cylinder Recognition Sensor TDC G Sensor Crankshaft Position Sensor Engine Speed Sensor e The crankshaft position sensor is installed near the crankshaft timing gear or the flywheel The sensor unit is a MPU magnetic pickup type When the engine speed pulsar gear installed on the crankshaft passes the sensor section the magnetic field of the coil within the sensor changes generating AC voltage This AC voltage is detected by the engine ECU as the detection signal The number of pulses for the engine speed pulsar depends on the specificati
38. alve ny Control Pulse Nozzle Needle lift Lift Pilot Injection Timing Main Injection Timing Pilot Interval 2 Injection Timing Calculation Method Injection Timing Engine Speed gt Basic Injection a N Injection Quantity gt Timing Pilot Injection Timing Battery Voltage Correction Intake Air Pressure Correction Intake Air Temperature Correction Atmospheric Pressure Correction Coolant Temperature Correction Q000896E Operation Section 1 73 Split Injection The purpose of split injection is to improve the startability of a cold engine Before the conventional main injection takes place this function injects two or more extremely small injections of fuel This is the same as conventional fuel injection Pilot Injection Pre Injection Pilot Injection Before the main injection a small quantity of fuel is injected Multi Injectio If the temperature is low when the engine starts a small quantity of fuel is injected divided over multiple injections before the main injection Q000897E Multi Injection Control Only for Some Models Multi injection control is when small injections up to four times are carried out before and after the main injection in accordance with the state of the main injection and engine operation This interval the time A D in the diagram below is based on the final injection quantity engine speed coolant temperature and atmospheri
39. and the supply pump Repair or replace the supply pump and drive cir NG drive circuit Refer to the supply pump drive cir cuit cuit diagram issued by the vehicle manufac turer Troubleshooting complete Repair Section 2 117 10 Knocking abnormal noise Description Abnormal combustion occurs and a knocking sound is generated Possible Cause e Engine e Injector e Glow control system e Crankshaft position sensor Clogged air cleaner element Repair the glow control system Refer to the Repair the glow control system NG glow control system check procedure issued by the vehicle manufacturer Check the crankshaft position sensor Refer to Repair or replace the crankshaft position sensor NG the crankshaft position sensor check procedure and or the corresponding circuit issued by the vehicle manufacturer Check each injector Refer to the injector check Repair or replace the injector and or the corre NG procedure issued by the vehicle manufacturer sponding circuit Check engine parts that may be a source of Repair the engine NG abnormal combustion Troubleshooting complete Repair Section 2 118 11 Poor fuel economy Description More fuel than normal is being consumed Possible Cause e Engine e Injector e Supply pump Clogged air cleaner element Check each injector Refer to the injector check Repair or replace the injector and or the corre
40. aracteristics e 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 inject the pressurized fuel into the cylinders O Because the engine ECU controls the injection system including the injection pressure injection rate and injection tim ing the injection system is independent and thus unaffected by the engine speed or load O Because the engine ECU can control injection quantity and timing to a high level of precision even multi injection mul tiple fuel injections in one injection stroke is possible e This ensures a stable injection pressure at all times even in the low engine speed range and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start up and acceleration As a result exhaust gas emissions are cleaner and reduced and higher power output is achieved 1 Features of Injection Control Injection Pressure Control e Enables high pressure injection even at low engine speeds e Optimizes control to minimize particulate matter and NOx emissions Injection Timing Control e Enables finely tuned optimized control in accordance with driving conditions Injection Rate Control e Pilot injection control injects a small amount of fuel before the main injection Common Rail System Injection Pressure Control Injection Timing Control Injection Rate Control el Pilot inj
41. c pressure map correction The interval during start up is based on the coolant temperature and engine speed TDC G Pulse Injection Rate Q000898E 6 Fuel Injection Pressure Control e The engine ECU calculates the fuel injection pressure which is determined by the final injection quantity and the en gine speed The calculation is based on the coolant temperature and engine speed during start up Final Injection Quantity Rail Pressure Engine Speed Q000899E Operation Section 1 74 7 Other Injection Quantity Control Idle Speed Control ISC System e The idle speed control system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed calculated by the computer The ISC can be automatic ISC or manual ISC Automatic ISC With automatic ISC the engine ECU sets the target speed The target engine speed varies with the type of trans mission automatic or manual whether the air conditioner is ON or OFF the shift position and the coolant temper ature Idle Speed Control Conditions Conditions When Control Starts Conditions Affecting Control Idle Switch Water Temperature Accelerator Opening Air Conditioning Load Vehicle Speed Shift Position Engine ECU Target Engine Speed Calculation Comparison Actual Engine Speed Fuel injection Quantity Correction Fuel Injection Quantity Instruction Actuators Q000900E
42. celerator pedal opening the injection quantity increase is de layed in order to prevent black smoke emissions Change in Accelerator et tion Injection Quantity After Correction Delay Injection Quantity Q000487E e Full Q Adjustment Resistance Only for 1st Generation HPO Systems The full Q resistance is for correcting the injection quantity for a full load The maximum injection quantity is increased or decreased by the car manufacturer to match to standards There are 15 types of full Q adjustment resistance The appropriate one is selected and used Quantity Adjustment Correction Injection Quantity Quantity Adjustment Resistor Correction Voltage Operation Section 1 71 4 Fuel Injection Rate Control e Although 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 period of time Therefore the quantity of fuel injected until ignition takes place increases the initial injection rate is too high resulting in explosive combustion simultaneous with ignition and an increase in NOx and sound To counteract this situation pilot injection is provided to keep the initial injection at the minimum requirement rate to dampen the primary explosive combustion and to reduce NOx and noise Ordinary Injection Pilot Injection Injection Rate Smal
43. ctions e The check mode inspection is performed when normal codes are output in the normal mode despite the fact that there may be malfunctions in the sensor signal systems 1 Reading DTCs 1 DST 1 Connection Connect the DST 1 to the DLC3 termi nal BEDEENEO BE daga aa Q000914 2 Reading DTCs Operate in accordance with the instructions E shown on the screen to display the DTC check screen Se Diagnostic Trouble Codes DTC lect either the normal or check mode and read the DTC lt NOTE gt If no DTC appears on the screen there may be a failure in the engine ECU Execute Execute Q000915E Operation Section 1 84 3 Checking the Freeze Frame Data If the symptom that out puts a DTC cannot be duplicated check the freeze frame data 4 Erasing DTCs from memory Operate in accordance with This will erase the DTC and freeze frame data Do you wish to proceed lt NOTE gt If it is not possible to erase the DTC turn the ignition switch OFF and repeat the process 5 Wiring Harness and Connector Open Circuit Check Q000916E lt NOTE gt If the DTC output during a diagnostic inspection in the check mode has identified the system with a malfunction use the method indicated below to narrow down the area of the malfunction e Erasing DTCs from memory After reading the DTCs in check mode erase the DTCs from memory e Starting the Engine Select the check mode and start th
44. cycle the ignition switch OFF and back ON and then perform code erasure again e Do not use the DST 2 to erase the DTC until the cause of the malfunction is clear Repair Section 2 99 4 TROUBLESHOOTING BY SYSTEM 4 1 Intake System Diagnosis Clogged air cleaner element Clogged air cleaner element Clean or replace the air cleaner 2 Check the suction path for leaks Repair or replace the malfunctioning compo e Suction path joints nent e Suction pipes hoses Normal 4 2 Fuel System Diagnosis Clogged air cleaner element Fuel system check remaining fuel quantity fuel Add fuel or replace components clean tank properties e Check the amount of fuel remaining in the tank e Check the condition of the fuel Request engine analysis from a third party as neces sary Color no color brownish milky Odor kerosene heavy oil irritating odor Separation of materials water foreign objects Viscosity high low viscosity wax consis tency Repair Section 2 100 Fuel tank interior check modification additions position of fuel pipe inlet outlet clogging and holes e Check the tank for modifications or additions Consult with the user Fuel inlet outlet position tank piping Foreign material inside the tank water sep aration Tank internal Zn cladding Check the tank internal fuel piping for the following Inlet outlet position below position E Inlet clogging bent or
45. deformed piping crushed pipe Crushed piping connections Tank external fuel path conditions crushed hose clogging air introduction at hose connec tion e Check the condition of the hose Crushing around bands over bending Pinched or crushed by other parts e Air introduction through fuel system connec tion points Looseness Hose deterioration Verify by hand or visu ally that there is no rubber hardening split ting lt CAUTION gt Be cautious when vacuum pressure is present as air will be drawn into the hose Primary filter sedimentor check e Check for primary filter clogging and dirt e Check sedimentor water volume Looseness at priming attachment point check e Check the following Looseness at the priming attachment point Does the piston stick out Fuel leakage oozing Restore the fuel tank Repair or replace the hose Replace the filter and drain water from the sedi mentor Tighten or replace the priming pump Repair Section 2 101 Filter supply pump inlet clogging e Fuel filter Check for fuel delivery from the priming pump e Gauze filter Visually check for clogging due to foreign material Oil level increase engine internal leak e Verify whether the oil level increases on the oil level gauge 8 High pressure piping and CRS component injector supply pump rail fuel leaks engine external leak Refer to 2 Fuel leak check e Connect the DST 2 t
46. e Q002342E Compact SCV Operation Section 1 34 Normally Closed Type When the solenoid is energized the needle valve is pressed upon in the compact SCV the cylinder is pulled upon by the armature completely opening the fuel passage and supplying fuel to the plunger Total quantity suctioned Total quantity discharged When power is removed from the solenoid the return spring presses the needle valve back to the original position closing the fuel passage The solenoid ON OFF is actuated by duty ratio control Fuel is supplied in an amount corresponding to the open surface area of the passage which depends on the duty ratio and then is discharged by the plungers Conventional SCV Return Spring Solenoid Needle Valve Valve Body External View Cross Section Q002343E Compact SCV Valve Body Solenoid Needle Valve External View Cross Section Q002323E Duty Ratio Control The engine ECU outputs sawtooth wave signals with a constant frequency The value of the current is the effective average value of these signals As the effective value increases the valve opening increases and as the effective value decreases the valve opening decreases High Suction Quantity Low Suction Quantity ON Actuating Voltage Average Current Difference Current Q000844E Operation Section 1 35 When the SCV Energized Duration Duty ON Time is Long When the energization time is long the avera
47. e The collected PM is handled with combustion processing during operation 2 System Configuration G2 Injector Intake Air Intercooler Pressure Sensor 4 VNT Actuator To Equilibrium Actuator al ym UN Supply Pump Exhaust Gas DEP wi Temperature Sensor Oxidation Catalyst LO a Ee ECU amp EDU N Er Differential Pressure Sensor gt ly Exhaust Gas Temperature Sensor Q000908E 3 Various Sensors Exhaust Gas Temperature Sensor e The exhaust gas temperature sensor is installed to the front and rear of the DPF to detect the temperature in these positions The engine ECU controls the exhaust temperature for PM combustion based on the signals from this sen sor The sensor element is a thermistor Thermistor Element os G gt O Kee WwW aa Exhaust Gas Temperature C 5000909 Operation Section 1 81 Differential Pressure Sensor e The differential pressure sensor detects the difference in pressure at the front and rear of the DPF and outputs a sig nal to the engine ECU The sensor portion is a semiconductor type pressure sensor that utilizes the piezoelectric ef fect through a silicon element and amplifies and outputs the voltage with its IC circuit When PM is collected and accumulated in the DPF the filter clogs and the difference in pressure at the front and rear of the DPF increases Therefore based on the signals from this sensor the eng
48. e Stroke B Even when the plunger enters its ascent stroke the PCV remains open while it is not energized During this time fuel drawn in through the PCV is returned through the PCV without being pres surized pre stroke Pumping Stroke C At a timing suited to the required discharge quantity power is supplied to close the PCV the return passage closes and pressure in the plunger chamber rises Therefore the fuel passes through the delivery valve reverse cut off valve and is pumped to the rail Specifically the plunger lift portion after the PCV closes becomes the discharge quantity and by varying the tim ing for the PCV closing the end point of the plunger pre stroke the discharge quantity is varied to control the rail pressure Intake Stroke A When the cam exceeds the maximum lift the plunger enters its descent stroke and pressure in the plunger chamber decreases At this time the delivery valve closes and fuel pumping stops In addition the PCV opens because it is de energized and low pressure fuel is suctioned into the plunger chamber Specifically the system goes into state A Discharge Quantity _ Intake Stroke Pumping Stroke qa 24 mo AAA ie Cam Lif i O canos eee Pre Stroke Open Valve AA A When Discharge When Discharge Quantity Increases Quantity Decreases Pump Operation A a Pumping the Required Discharge Quantity V WE MY v TERROR KR SSRIS SEEKER KS AN sees RS AW 1 t SY AA SAS
49. e Valve Q000823E SCV ON When current is applied to the coil it pulls the needle valve upward allowing fuel to be drawn into the pumping mechanism of the supply pump To Pump Pumping Mechanism From Feed Pump Q000824E SCV OFF When current is no longer applied to the coil the needle valve closes and stops the suction of fuel From Feed Pump Q000825E Operation Section 1 23 Pumping Mechanism Plunger Inner Cam Roller e The pumping mechanism is made up of the plunger inner cam and roller and it draws in the fuel discharged by the feed pump and pumps it to the rail Because the drive shaft and the inner cam have an integral construction the ro tation of the drive shaft directly becomes the rotation of the inner cam e Two plunger systems are arranged in series tandem type inside the inner cam Plunger 1 is situated horizontally and plunger 2 is situated vertically Plunger 1 and plunger 2 have their suction and compression strokes reversed when one is on the intake the other is discharging and each plunger discharges twice for each one rotation so for one rotation of the supply pump they discharge a total of four times to the rail Plunger 1 Plunger 2 Horizontal Vertical EG omg gt yy Roller Inner Cam as Roller Diameter 09 Cam Lift 3 4mm Rote Length 21mm Material Reinforced Ceramic Plunger 1 Plunger 2 Plunger 1 Start of Suction Plunger 1 Start of Pumpin
50. e between the two lt NOTE gt Sensor Measure resistance while gently shaking the wiring har ness up and down and side to side a Q002328E 2 As shown in diagram 2 there is no continuity open circuit between terminal 1 of connector A and terminal 1 of con nector C However there is continuity between terminal 2 of connector A and terminal 2 of connector C Therefore there is an open circuit between terminal 1 of connector A and terminal 1 of connector C 3 Remove connector B and measure the connector resis a tance 4 a As shown in diagram 3 there is continuity between terminal 1 of connector A and terminal 1 of connector B1 Howev er there is no continuity open circuit between terminal 1 of connector B2 and terminal 1 of connector C Therefore there is an open circuit between terminal 1 of connector B2 and terminal 1 of connector C Q002329E Repair Section 2 104 Voltage Check 1 For the circuit that applies voltage to the ECU connector ter Diagram 4 minals check for an open circuit by performing a voltage check 2 a As shown in diagram 4 with all connectors connected mea sure the voltage for the ECU 5 V output terminal between the body ground and terminal 1 of connector A Next mea sure voltage for terminal 1 of connector B and terminal 1 of connector C in the same fashion Q002330E 3 a The faulty circuit and measureme
51. e engine e Malfunctioning system check 1 While the engine is running at idle shake the wiring harness and connectors of the system that output the malfunction during the diagnosis check mode inspection e Malfunctioning system check 2 If the MIL Malfunction Indicator Light illuminates when the wiring harness and con nectors are shaken there is a poor contact in the wiring harness or connectors in that area 8 3 Diagnosis Inspection Using The MIL Malfunction Indicator Light O Before reading a DTC turn the ignition switch ON to make sure the MIL Malfunction Indicator Light illuminates e Inspections in the check mode cannot be performed 1 Reading DTCs Short circuiting the connector e Using the STT short circuit between DLC1 terminals 8 TE1 and 3 E1 or between DLC3 terminals 13 TC and 4 CG Q000917E lt CAUTION gt Never connect the wrong terminals of the connectors as this will lead to a malfunction Operation Section 1 85 Reading DTCs 1 e Turn the ignition switch ON and count the number of times the MIL Malfunction Indicator Light blinks Normal Operation 0 26sec 0 26sec Repeat OFF CANA Malfunction La 0 26sec Indicator Light Jump Terminals TE1 and TC Malfunction Codes 12 and 23 are output 0 52sec 1 5sec 2 5sec 1 5sec 4 5sec 4 5sec ES Repeat Thereafter j 0 52sec 1 _ 0 52sec Jump Terminals TE1 and TC Q000918E ON OFF lt NOTE gt e If the MIL
52. e o eared eater de ity BU oan ek oh Giant alae 1 27 DA SIGIR he A ea a a ee ae ah ln SN en A tg tan ci 1 41 4 RAIL DESCCRIPTION 4 1 Rail Functions and Composition 60024 5i 260 08 94 08 5 Bede eae Wee oe eee Gee bende eee es 1 46 4 2 Component Part Construction and Operati0N ee eee eee ees 1 46 9 INJECTOR DESCRIPTION 5 1 General Description iii ir a tii be bee me ee 1 50 52 Injector Construction and Features eee eee ees 1 51 5 9 Mector Operation corsu rir ia e a ck ae EE Ae Se ol ee A E a ees I at 1 54 5 4 NettorActuatlon eC Side e ee ced A Sek Sabet ees aS 1 54 5 5 Other Injector Component Parts eee eee eens 1 56 6 DESCRIPTION OF CONTROL SYSTEM COMPONENTS 6 1 Engine Control System Diagram Reference 0 0 0 eee eee ees 1 59 6 2 Engine ECU Electronic Control Unit 0 0 0 0 cc eee eee eens 1 60 63 EDW Electronic Driving UNI ciar deat thee mation pa ti ii Manne ee a hoe ee ae 1 60 G4 ValiouS Sensors src dina dde cee eee hoe a He eee ee ae ee oe eee hee ee ee 1 61 7 CONTROL SYSTEM 7 1 Fuel INjSCUON COMMON e Pee ae es hey eo eae e e 1 66 7 2 E EGR System Electric Exhaust Gas Recirculation 0 2 0 0 00 ee eee ees 1 76 7 3 Electronically Controlled Throttle Not Made By DENSO 0 0 0 0 0 ene 1 78 LA Exhaust Gas Control Sysiem civ ticles daa bh a bee 1 79 7 5 DPF System Diesel Particulate Filter 0 0 0 ce eee eee e
53. e pressure limiter operates opens It resumes operation closes after the pressure falls to a certain level Fuel released by the pressure limiter returns to the fuel tank lt NOTE gt The operating pressures for the pressure limiter depend on the vehicle model and are approximately 140 230MPa for the valve opening pressure and approximately 30 50MPa for the valve closing pressure Leak To Fuel Tank Pressure Limiter Valve Open Valve Close Rail Pressure Q000855E 2 Rail Pressure Sensor Pc Sensor e The rail pressure sensor Pc sensor is installed on the rail It detects the fuel pressure in the rail and sends a signal to the engine ECU This is a semi conductor sensor that uses the piezo electric effect of the electrical resistance vary ing when pressure is applied to a silicon element Output _ Common Rail Sensor Wiring Diagram iring Diag Voltage Pressure Characteristic Vout Vec 5V Output Voltage Rail Pressure Q000856E e There are also rail pressure sensors that have dual systems to provide a backup in case of breakdown The output voltage is offset E2S PR2 VCS ab O O gt gt gt O Rail Pressure Q000857E Operation Section 1 48 3 Flow Damper e The flow damper reduces the pressure pulsations of the fuel in the pressurized pipe and supplies fuel to the injectors at a stabilized pressure The flow damper also presents abnorm
54. eatures e The injector consists of a nozzle similar to the conventional nozzle amp nozzle holder an orifice that controls the injection rate the command piston and a TWV two way solenoid valve The basic construction is the same for the X1 X2 and G2 types 1 X1 Type e Precision control is attained through electronic control of the injection The TWV comprises two valves the inner valve fixed and the outer valve movable Solenoid TWV Inner Valve Outer Valve Command Piston Nozzle Orifice 1 Orifice 2 Q000863E Operation Section 1 52 2 X2 Type e By reducing the injector actuation load the injector has been made more compact and energy efficient and its injec tion precision has been improved The TWV directly opens and closes the outlet orifice I A i A Control el Chamber From Rail i a aL E a E Y Gb hj H D ll A gt z JA PU ee Solenoid Hollow Screw with Damper Valve la MA l 1 KD Y Command Piston Nozzle Spring Pressure Pin High Pressure Fuel Leak Passage Nozzle Needle Q000864E Operation Section 1 53 3 G2 Type e To ensure high pressure the G2 type has improved pressure strength sealing performance and pressure wear re sistance It also has improved high speed operability enabling higher precision injection control and multi injection
55. ection iach Optimized and Higher Pressure After Injection Injection pressure is more than double the current pressure which makes it possible to greatly reduce particulate matter Electronic Control Type Pre Injection Post Injection Main Injection Common Rail System AS Injection Rate Crankshaft Angle gt Injection Quantity Control Particulate N Inj Cylinder Injection Quantity Correction Conventional l Pump Injection Pressure Injection Pressure Injection Quantity 1324 Q000751E Operation Section 1 5 Common Rail System And Supply Pump Transitions e The world s first common rail system for trucks was introduced in 1995 In 1999 the common rail system for passenger cars the HP2 supply pump was introduced and then in 2001 a common rail system using the HP3 pump a lighter and more compact supply pump was introduced In 2004 the three cylinder HP4 based on the HP3 was introduced 1996 1998 2000 2002 2004 2006 Common Rail 1st Generation Common Rail System 2nd Generation Common Rail System System HP EHA Large Trucks Medium Size Trucks Compact Trucks Passenger Vehicles iaa tity Adjustment Suction Quantity Adjustment 135MPa Q000752E 1 6 Injector Transitions 97 98 99 00 01 02 03 1st Generation 2nd Generation AI NE X1 l 120MPa Pilot Injection 180MPa Multi Injection 135MPa Pilot Injection Q000753E Operation Sectio
56. eeds it to the two plungers via the fuel filter and the SCV Suction Control Valve The drive shaft actuates the outer inner rotors of the feed pump thus causing the rotors to start rotating In accordance with the space that increases and decreases with the movement of the outer and inner rotors the feed pump draws fuel into the suction port and pumps fuel out the discharge port Outer Rotor To Pump Chamber Suction Port AN Discharge Port Inner Rotor From Fuel Tank Q000770E Regulating Valve e The regulating valve keeps the fuel feed pressure discharge pressure below a certain level If the pump speed in creases and the feed pressure exceeds the preset pressure of the regulating valve the valve opens by overcoming the spring force in order to return the fuel to the suction side Pump Housing Feed Pump Q000837E 1 30 Operation Section Suction Control Valve SCV In contrast to the HP2 the SCV for the HP3 supply pump is equipped with a linear solenoid valve The fuel flow vol ume supplied to the high pressure plunger is controlled by adjusting the engine ECU supplies power to the SCV duty ratio control When current flows to the SCV the internal armature moves according to the duty ratio The armature moves the needle valve controlling the fuel flow volume according to the amount that the valve body fuel path is blocked Control is performed so that the supply pump suctions only the necessary fuel quantity
57. ens 1 80 7 6 DPNRSYSTEM DIESEL PARTICULATE NOx REDUCTION 0 000222 eee 1 82 Table of Contents 8 DIAGNOSIS 8 1 Outline Of The Diagnostic FUNCION s ar essnrssadrora tapane no Oe eA ee eS 1 83 8 2 Diagnosis Inspection Using DST it de Fede tosis te Soe a be ee 1 83 8 3 Diagnosis Inspection Using The MIL Malfunction Indicator Light 0 0 0 ccc ees 1 84 84 Throttle Body FUNCION INSPECCIONES AAA 1 86 9 END OF VOLUME MATERIALS 9 1 Particulate Matter PM id E AA AAA AAA ad Bee id da 1 87 9 2 Common Rail Type Fuel Injection System Development History And The World s Manufacturers 1 87 9 3 Higher Injection Pressure Optimized Injection Rates Higher Injection Timing Control Precision Higher Injection Quantity Control Precisi n sos ir da is E A AS 1 88 9 4 Image Of Combustion Chamber Interior 0 0 0 0 ce ee ee eee nes 1 90 Repair Section 1 DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METHODS BASIC KNOWL EDGE 1 1 Combustion State and Malfunction Cause 0 0000 ce ee eee eee 2 91 12 Tro bleshootingi bcs ack ce aha it whe ash ed te cee ob otal Ab E ie a aee ek te Sears Sake ad te we alate Sia ner 2 92 2 DIAGNOSIS OVERVIEW 2 1 DIAGHOSUIG One IOWA AAA dian he ia td aa el id 2 93 2 2 AQUEST ls whee a a ee tee ah as TO Ed Pan ak es E ein Was Be anio are ts 2 94 2 3 N on Redecurting Malfunctions ve elimar is 2 96 3 DTC READING FOR TOYOTA VEHICLES 3 1 DS an a a ai nd sica
58. es should be exhaustively considered while verifying the list below Malfunction Faulty Item Cause Action Symptom Faulty starting Intake system Clogged air cleaner element Clean or replace the air cleaner element Air mixed with the fuel system Perform fuel system air bleeding Faulty fuel filter Replace the filter Fuel system Insufficient fuel Add fuel and perform fuel system air Insufficient bleeding Power Refer to the engine repair manual Piston cylinder liner and or piston ring Overheat Insufficient fuel Add fuel and perform fuel system air bleeding Fuel system Improper fuel Replace the filter Fuel system clog Clean the fuel system Air introduction through fuel system con Tighten all connections nection points Tighten connecting nuts or replace the cables Lubrication Excessive engine oil viscosity Replace with oil of appropriate viscosity system Burnt bearings Replace the bearing and crankshaft hat Ring gear damage Replace the ring gear and or starter pin lon gear l Burnt pistons Replace the piston piston ring and cylin Faulty starting PEO iner Engine Repair Section Malfunction Faulty Item Cause Action Symptom Poor valve clearance Adjust the valve clearance or replace the 2 123 bearing Poor valve seat contact Break in or replace the valve and valve Faulty idling Engine seat Low coolant temperature Perform warm up operation Large difference in cylinder
59. es the valve preventing fuel from flowing back into the SCV From Pumping Mechanism Q000831E Operation Section 1 25 5 Supply Pump Operation Supply Pump Overall Fuel Flow e Fuel is suctioned by the feed pump from the fuel tank and sent to the SCV At this time the regulating valve adjusts the fuel pressure to below a certain level Fuel sent to the feed pump has the required discharge quantity adjusted by the SCV and enters the pumping mechanism through the check valve The fuel pumped by the pumping mechanism is pumped through the delivery valve to the rail Overflow Orifice Delivery Valve From Fuel Tank NA Feed Pump Plunger Q000832E Operation Section 1 26 Fuel Discharge Quantity Control e The diagram below shows that the suction starting timing SCV Suction Control Valve ON is constant determined by the pump speed due to the crankshaft position sensor signal For this reason the fuel suction quantity is controlled by changing the suction ending timing SCV OFF Hence the suction quantity decreases when the SCV is turned OFF early and the quantity increases when the SCV is turned OFF late e During the intake stroke the plunger receives the fuel feed pressure and descends along the cam surface When the SCV turns OFF suction end the feed pressure on the plunger ends and the descent stops Since the suction quantity varies when suction ends except for maximum suction the roller separa
60. g Plunger 2 Start of Pumping Plunger 2 Start of Suction Q000826E Delivery Valve e The delivery valve which contains two valve balls delivers the pressurized fuel from plungers 1 and 2 to the rail in alternating strokes When the pressure in the plunger exceeds the pressure in the rail the valve opens to discharge fuel From Plunger 1 To Rail From Plunger 2 Pin Guide Stopper Holder Gasket Valve Ball Pannen by When Plunger 1 Pumping When Plunger 2 Pumping Q000827E 1 24 Operation Section Fuel Temperature Sensor e The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a thermistor in which the electric resistance changes with the temperature in order to detect the fuel temperature Thermistor Resistance Temperature Characteristic Resistance Value Temperature gt Q000828E Check Valve e The check valve which is located between the SCV Suction Control Valve and the pumping mechanism prevents the pressurized fuel in the pumping mechanism from flowing back into the SCV Pump Housing Spring Valve To Pumping Mechanism L_ Stopper Q000829E Check Valve Open During fuel suction SCV ON the feed pressure opens the valve allowing fuel to be drawn into the pumping mech anism To Pumping Mechanism From SCV Q000830E Check Valve Closed During fuel pumping SCV OFF the pressurized fuel in the pumping mechanism clos
61. ge current flowing to the solenoid is large As a result the needle valve is pushed out in the compact SCV the needle valve is pulled creating a large valve opening Subsequently the fuel suction quantity increases Conventional SCV Feed Pump SCV Lye al l Y TT MECO a I es YU Needle Large Valve Opening TY Y Q002344E SCV TS AND A m i Large Valve Needle Opening Valve Operation Section When the SCV Energized Duration Duty ON Time is Short When the energization time is short the average current flowing through the solenoid is small As a result the nee dle valve is returned to the original position by spring force creating a small valve opening Subsequently the fuel suction quantity decreases Conventional SCV Small Valve Opening Needle Valve Feed Pump DQ e Lye Needle Valve Small Opening Q002345E HE ST a Q002325E Operation Section 1 37 Pump Unit Eccentric Cam Ring Cam Plunger e The eccentric cam is attached to the camshaft and the ring cam is installed on the eccentric cam There are two plung ers at positions symmetrical above and below the ring cam Ring Cam Camshaft Feed Pump Eccentric Cam Plunger B Q000845E e Because the rotation of the camshaft makes the eccentric cam rotate eccentrically the ring cam follows this and moves up and down and this moves the two plungers reciprocally The
62. he DST 1 to the DLC3 connector TELEENDE HEE aSaan Q000914 2 Operate in accordance with the instructions shown on the screen to display the DTC check screen Select Erase DTCs to erase the DTCs DTC ECD Erasure This will erase the DTC and freeze frame data Do you wish to proceed Q000916E 2 Inspection e Start the engine and make sure the MIL Malfunction Indicator Light does not illuminate and the engine speed is with in standards when the air conditioner is turned ON and OFF after the engine has warmed up lt CAUTION gt Make sure no electrical load is applied 3 Final Inspection e After inspecting the throttle body function drive test the vehicle to confirm that operation is normal Operation Section 1 87 9 END OF VOLUME MATERIALS 9 1 Particulate Matter PM e At high concentration levels this substance is known to affect the respiratory system It consists of soluble organic mat ter such as unburned oil unburned diesel fuel and other soluble organic matter in the exhaust gases and insoluble organic matter such as soot black smoke and sulfuric acid gas 9 2 Common Rail Type Fuel Injection System Development History And The World s Manufacturers e The conventional injection pump faced certain issues such as injection pressure that depended on engine speed and limits on the maximum fuel pressure Other types of injection control such as pilot injection also faced some d
63. he pulse after the extra cutout pulse is recognized as the No 1 cylinder For a 6 Cylinder Engine Reference Cylinder Recognition Sensor TDC G Sensor A No 1 Cylinder TDC G Pulse TDC G Pulse No 6 Cylinder TDC G Standard Pulse No 1 Cylinder Recognition TDC G Pulse 0 CR 120 CR 240 CR 350 CR 480 CR 600 CR 720 CR 1 ITDC 4TDC 2ITDC 6ITDC 3 ITDC 5ITD 1 ITDC i i i i i i i 75 CR 75 CR 75 CR 75 CR 75 CR 75 CR 75 CR i i i i l I l 105 CR_ 1 A A Engine Speed Pulse 0246 81012140 2 46 81012140 24681012 0246 81012140 2 4 6 81012140 24681012 02468 No 1 Cylinder Engine Speed Standard Pulse No 6 Cylinder Engine Speed Standard Pulse ONE Operation Section 1 17 4 Supply Pump Operation Supply Pump Overall Fuel Flow e The fuel is drawn by the feed pump from the fuel tank and sent to the pumping mechanism via the PCV The PCV adjusts the quantity of fuel pumped by the pumping mechanism to the necessary discharge quantity and the fuel is pumped to the rail via the delivery valve Fuel Discharge Quantity Control e The fuel sent from the feed pump is pumped by the plunger In order to adjust the rail pressure the PCV controls the discharge quantity Actual operation is as follows PCV and Plunger Operation During Each Stroke Intake Stroke A In the plunger s descent stroke the PCV opens and low pressure fuel is suctioned into the plunger chamber via the PCV Pr
64. ic ring Along with the rotation of the rotor the pump draws fuel from the fuel tank and discharges it to the SCV and the pumping mechanism To keep the vane pressed against the inner circumference a spring is provided inside each vane in order to minimize fuel leakage within the pump Eccentric Ring Rear Cover Q000821E Regulating Valve e The purpose of the regulating valve is to control the feed pressure fuel pumping pressure sending fuel to the pump ing mechanism As the rotational movement of the pump increases and the feed pressure exceeds the pressure set at the regulating valve the valve opens by overcoming the spring force allowing the fuel to return to the suction side Regulating Valve Suction Inlet Regulating Valve Body Regulating Valve Open Valve Pressure Characteristic Open Valve Filter Pressure High Spring T D E Piston U Open Valve Pressure Low Feed Pressure Pumping Pressure 7 Discharge Side Suction Side PASANG Q000822E Feed Pump Feed Pump 1 22 Operation Section SCV Suction Control Valve e A solenoid type valve has been adopted The ECU controls the duration of the current applied to the SCV in order to control the quantity of fuel drawn into the pumping mechanism Because only the quantity of fuel required to achieve the target rail pressure is drawn in the actuating load of the supply pump decreases thus improving fuel economy Stopper Coil Needl
65. ifficulties Addressing these issues in a revolutionary manner DENSO led the world by introducing a commercial application of the common rail fuel injection system O Two types of common rail fuel injection systems are in use today One is the common rail system that pressurizes the fuel and injects it directly into the cylinders DENSO was the first in the world to introduce a commercial application of this system This system which is undergoing further development has been adopted in passenger car applications Other companies such as R Bosch Siemens and Delphi also offer their commercial versions of this system today The other system is the Hydraulic Electric Unit Injection HEUI system which was developed by Caterpillar in the United States This system uses pressurized engine oil to pressurize the fuel by actuating the piston of the nozzle injector through which the pressurized fuel is injected Operation Section 1 88 9 3 Higher Injection Pressure Optimized Injection Rates Higher Injection Timing Control Precision Higher Injection Quantity Control Precision 1 Higher Injection Pressure e The fuel that is injected from the nozzle turns into finer particles as the fuel injection pressure increases This improves combustion and reduces the amount of smoke contained in the exhaust gases Initially the maximum injection pres sure of the in line pump A type and the distributor pump VE type was 60 MPa Due to advancement in h
66. igh pres sure applications there are some recently developed fuel injection systems that inject fuel at a pressure of 100 MPa or higher The second generation common rail system injects fuel at an extremely high pressure of 180 MPa A Type Pump AAA Mechanical Pump Distributor Type Pump Leen NB Type Pump 1 MPa is approximately 10 2kgf cm2 ECD V3 Pump Lo ECD V Series ECD V4 Pump Le 120 1st Generation HPOPump Le Y 120 Common Rail Series HP QPUM PD reed 145 2nd Generation HP3 4Pump Le 185 50 100 150 200 Injection Pressure MPa Q000920E 2 Optimized Injection Rates e The injection rate is the ratio of the changes in the fuel quantity that is injected successively from the nozzle within a given unit of time Injection Rate High Injection Rate gt c iq O Q O Q000921E Operation Section 1 89 e As the injection pressure increases the injection rate increases accordingly The increase in injection rate leads to an increase in the volume of the air fuel mixture that is created between the start of injection until ignition the ignition lag period Because this mixture is subsequently combusted at once it creates noise diesel knock and NOx For this reason it is necessary to appropriately control the injection rate by maintaining a low injection rate at the beginning of injection and supplying a sufficient quantity after the ignition To meet this need two spring nozzles ha
67. ine ECU judges whether or not to subject PM to combustion processing 0 O a Es gt 5 E gt O a gt V Pressure kPa Q000910E 4 Operation e By optimizing the injection pattern and controlling the exhaust gas temperature based on the exhaust gas temperature and the difference in pressure at the front and rear of the DPF PM is collected oxidized and self combusted When the exhaust temperature is low adding after injection after the main injection raises the exhaust gas temperature to approximately 250 C and promotes oxidation of the PM When the PM is collected and accumulated the post injec tion is added and HC is added to the catalyst to raise the catalyst temperature to 600 C which is the self combustion temperature for PM This combusts the accumulated PM in a short time The engine ECU controls the A B and C times and the injection times After Injection Post Injection Q000506E Operation Section 1 82 7 6 DPNR SYSTEM DIESEL PARTICULATE NOx REDUCTION 1 General Description e This system reduces the emissions of PM particulate matter and NOx The DPNR catalyst mounted in the center pipe collects and regenerates PM and reduces NOx all at the same time The collected PM is handled with combus tion processing during operation 2 System Configuration Exhaust Gas Cleanin Exhaust Gas Cleaning See ae Device Switch d Device Display Lamp OA Intake Restricti
68. l First Stage Large First Stage Combustion Combustion Heat Release Rate 20 TDC 20 40 20 20 40 Crankshaft Angle deg 3 gt Crankshaft Angle deg 3 Q000895E Operation Section 1 72 5 Fuel Injection Timing Control e The fuel injection timing is controlled by the timing of the current applied to the injectors After the main injection period is decided the pilot injection and other injection timing is determined Main Injection Timing The basic injection timing is calculated from the engine speed engine speed pulse and the final injection quantity to which various types of corrections are added in order to determine the optimal main injection timing Pilot Injection Timing Pilot Interval Pilot injection timing is controlled by adding a pilot interval value to the main injection The pilot interval is calculated based on the final injection quantity engine speed coolant temperature atmospheric temperature and atmospher ic pressure map correction The pilot interval at the time the engine is started is calculated from the coolant tem perature and engine speed 4 E E e me iS i A 2 Pilot interval S Basic Injection E Timing Engine Speed Engine Speed 1 Outline of Injection Timing Control Timing 0 4 Actual Top Dead Center TT l Engine speed mu HL LU LL l Pilot Injection J m ur Main Injection i l l Pulse Injector Solenoid V
69. lfunction Symptom for TOYOTA Ve hicles 1 Malfunction Indicator Lamp MIL is lit The check engine warning light is lit when the engine is running or before the engine is started Possible Cause The DTC is recorded in the engine ECU Clogged air cleaner element Connect the DST 2 and read the DTC Inspect the check engine warning light circuit Troubleshoot the corresponding DTC 2 The engine is hard to start The starter turns at normal speed but the engine takes too long to start Possible Cause e Start signal circuit e Glow control system e Crankshaft position sensor e Engine ECU power supply circuit e Injector e Supply pump e Cylinder recognition sensor Clogged air cleaner element Use the DST 2 to verify whether the coolant Repair the glow control system Refer to the temperature is at the glow system operating glow control system check procedure issued by temperature In addition verify whether battery the vehicle manufacturer voltage is being supplied to the glow plugs at the designated times Use the DST 2 to monitor engine speed while Check the crankshaft position sensor Refer to cranking the engine Verify whether engine the crankshaft position sensor check procedure speed is being correctly output issued by the vehicle manufacturer Verify the output waveform of the cylinder rec ognition sensor Refer to the cylinder recogni tion sensor check procedure issued by the
70. ltage value etc to determine the cause of the malfunction Q002317 Assume that an electrical sys tem wiring harness or connector is the cause of the malfunction Shake the wiring by hand to check whether a malfunction occurs and a DTC is generated Assume that an electrical system female connector terminal is the cause of the malfunction and verify that the connection points are not defective SJ N a y ee Recommended Tool KOWA Precision Handling Insert the male terminal that Feeler Gauge Set KLM 10 20 Depending on the terminal a agin size may not be available Q002319 lt CAUTION gt matches the shape of the female terminal and check for looseness Q002318 Use a dryer to heat the acceler ator pedal position sensor and other electronic components Check for changes in the volt age value resistance value e Do not exceed 60 C still touchable by hand when heating e Do not remove the component cases and add heat directly to electronic parts Verify whether malfunction symptoms occur under heavy mre o loads headlights A C wiper etc switches ON If any commercial electrical products have been installed remove such products and verify whether the malfunction symptoms occur Malfunction Symptom Idle Speed Fully Dis Engine Stall Engine will not charged Bat Sputtering Start tery Poor Acceler PEA Repair Section 2 91 Malfunction Symptom
71. mperature Sensor O fO PTA TAN 5 paa haa IEA HA HP3 Q000874E Operation Section 1 60 6 2 Engine ECU Electronic Control Unit e The engine ECU constantly ascertains the status of the engine through signals from the sensors calculates fuel injec tion quantities etc appropriate to the conditions actuates the actuators and controls to keep the engine in an optimal state The injectors are actuated by either the EDU or the charge circuit in the engine ECU This actuation circuit de pends on the specifications of the model it is mounted in The ECU also has a diagnosis function for recording system troubles Sensors Engine ECU Actuation Circuit Cylinder Recognition Sensor Y TDC G Sensor Moco Crankshaft Position Sensor Engine Speed Sensor e Engine ECU Bm Supply Pump HPO SCV HP2 HP3 HP4 Accelerator Position Sensor P Q000875E 6 3 EDU Electronic Driving Unit 1 General Description e An EDU is provided to enable high speed actuation of the injectors The EDU has a high voltage generation device DC DC converter and supplies high voltage to the injectors to actuate the injectors at high speed Actuation a Actuation gt Check _ Q000876E Operation Section 1 61 2 Operation e The high voltage generating device in the EDU converts the battery voltage into high voltage The ECU sends signals to terminals B through E of the EDU in accordance with the sign
72. mple of HPO Accelerator Engine ECU Position Sensor e Rail 4 Rail Pressure Sensor Fuel Temperature A Coolant Temperature T PCV Pump Control Valve Sensor ply Pump j SS Y IN Cylinder Recognition Sensor A TDC G Sensor fU S Crankshaft Position Sensor Engine Speed Sensor Q000756E Operation Section 2 HP2 Type e This system uses a type of HP2 supply pump that has been made lighter and more compact and is the common rail system for passenger cars and RVs instead of the ECD V3 Exterior View of Main System Components Q000757E Mounting Diagram of Main System Components EGR Valve Intake Air Pressure Sensor Engine ECU _ _ Accelerator Position Sensor am ae Injector Rail Pressure Sensor ZA NN Coolant Temperature Intake Air Temperature Sensor Sensor EDU Electronic Driving Unit Crankshaft Position Sensor Engine Speed Sensor Rail l 7 Supply Pump Cylinder Recognition Sensor TDC G Sensor Q000758E Operation Section Overall System Flow Fuel Various Sensors ane Rail Rail Pressure Sensor Pressure Limiter Regulating Valve Fuel Filter Delivery Valve Suction Control Valve TODO Pp j Bo OMC Check Valve Feed Pump Plunger Inner Cam Flow of Injection Fuel Flow of Leak Fuel Fuel Tank Q000926E Operation Section 1 10 3 HP3 Type HP4 Type HP3 Type e
73. mptoms e When Date time frequency of occurrence e Where Road conditions e Under what conditions Driving conditions engine operating conditions weather e How Impression of how the symptoms occurred CRS troubleshooting questionnaire When the vehicle is received at the service center it is necessary to verify the malfunction symptoms and the gener ated malfunction data with the customer Consult with the customer using the CRS troubleshooting questionnaire The troubleshooting questionnaire is necessary for the following reasons Reasons e There are cases when the malfunction symptoms cannot be reproduced at the service center e The customer s complaint is not always limited to the malfunction e If the person performing repairs is not working from the correct malfunction symptoms man hours will be wasted e The questionnaire can aid the service center in diagnosing repairing and verifying repair work Questioning Results Inspection Results Q002315E Repair Section 2 95 1 Questionnaire CRS Troubleshooting Questionnaire Previous Vehicles Driven Main Area and Purpose of Use Other Customer Information Indications from the Customer MIL Illumination No Yes MA System Conditions Driving Conditions Road Surface Frequency of Occurrence Occurrence Speed O During Take Off Flat Accelerator O Normal O km hr O While Cruising O Uphill Opening O Only Once O Shift Position O When Accelerating
74. n 1 6 1 7 Common Rail System Configuration e The common rail control system can be broadly divided into the following four areas sensors engine ECU EDU and actuators Sensors e Detect the condition of the engine and the pump Engine ECU O Receives signals from the sensors calculates the proper injection quantity and injection timing for optimal engine oper ation and sends the appropriate signals to the actuators EDU O Enables the injectors to be actuated at high speeds There are also types with charge circuits within the ECU that serve the same role as the EDU In this case there is no EDU Actuators O Operate to provide optimal injection quantity and injection timing in accordance with the signals received from the en gine ECU Engine Se Sensor Fal Supply Pum TDC G pply p Sensor SCV Suction Control Valve gt T Accelerator Position Sensor Injector Engine ECU SS Diagnosis Q000754E Operation Section 1 7 2 COMMON RAIL SYSTEM OUTLINE 2 1 Layout of Main Components e Common rail systems are mainly made up of the supply pump rail and injectors There are the following types accord ing to the supply pump used 1 HPO Type e This system is the first common rail system that DENSO commercialized It uses an HPO type supply pump and is mounted in large trucks and large buses Exterior View of Main System Components Q000755E Configuration of Main System Components Exa
75. nt results are shown be low e Voltage between terminal 1 of con nector A and the body ground is 5 V e Voltage between terminal 1 of con Measurement nector B and the body ground is 5 V e Voltage between terminal 1 of con Results nector C and the body ground is O V There is an open circuit in the wiring Faulty Item harness between terminal 1 of connec tor B and terminal 1 of connector C 3 Short circuit check e As shown in diagram 5 if there is a short in the wiring harness ground perform a Ground Continuity Check to de termine the cause of the short Diagram 5 Engine ECU Short Sla 1 Circuit Q002331E Repair Section 2 105 Ground Continuity Check 1 Remove connector A and connector C and then mea Diagram 6 sure the resistance respectively between terminals 1 and 2 of connector A and ground lt NOTE gt Measure resistance while gently shaking the wiring har ness up and down and side to side Q002332E 2 a As shown in diagram 6 there is continuity between terminal 1 of connector A and the body ground short circuit How ever there is no continuity between terminal 2 of connector A and the body ground Therefore there is a short circuit between terminal 1 of connector A and terminal 1 of con nector C 3 Remove connector B and measure the resistance be a Diagram 7 tween terminal 1 of connector A and the body gr
76. o the diagnostic connec tor Activate the Fuel Leak Check Function within the active test e Visually check and specify areas that leak fuel lt CAUTION gt In the event of a large fuel leak down stream of the flow damper be aware that fuel flow will stop and the leak will cease due to flow damper operation Normal 1 Fuel pressure test procedure e Connect the DST 2 to the vehicle side test connector Clean the gauze filter fuel filter and fuel piping system or replace the filters Check the engine Repair leaking high pressure piping or replace leaking parts With the vehicle idling verify the rail pressure displayed on the DST 2 System selection screen Rail a ECU Data Monitor Item Name Abbrevi ated Explanation Rail Pressure RP the fuel pressure in the rail e Display range MPa to 255 MPa e Displays Following warm up Check Conditions O engine is rotating engine when the Reference Value Items of Importance During an Abnormal ity Fuel pressure in the PCR1 PCR2 signals rail is displayed within a range of 30 MPa to 160 MPa rail assembly Repair Section 2 102 2 Fuel leak check e Connect the DST 2 to the vehicle side test connector e With the vehicle idling perform the active test by following the instructions on the DST 2 display System selection screen TCCS a Active Test e Following engine warm up when the engine is at idle
77. of noise such as engine knocking sounds To improve this condition through pilot injection initially only the necessary and adequate quantity of fuel is injected At the same time the combustion chamber temperature is raised and main injection combustion is assisted while working to prevent noise and vibration Conventional Injection Q000924E Repair Section 2 91 1 DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METH ODS BASIC KNOWLEDGE 1 1 Combustion State and Malfunction Cause O Depending on the state of combustion in a diesel engine diesel Knock as well as the color of the exhaust gas may change Subsequently the cause of engine malfunctions can be ascertained from changes in diesel knock and exhaust gas color Knocking Q002310E 1 Diesel Knock e When fuel mixed with air during the ignition lag period from the time injection begins until the fuel is ignited reaches ignition temperature the mixture is combusted in one burst The pressure in the combustion chamber at this time rises as the quantity of the air fuel mixture increases If a large amount of air fuel mixture is created during the ignition lag period the pressure in the combustion chamber will rise rapidly The pressure waves resulting from fuel ignition vi brate the cylinder walls and engine components which generates noise The generated noise is called knocking To some extent knocking is unavoidable in engines that use a self ignition
78. on Valve er Oxidation Catalyst A F Sensor Oxidation Catalyst Before EGR Cooler Fuel Addition Valve A F Sensor Exhaust Retarder NSR Differential Pressure Sensor Exhaust Gas Temperature Sensor Q000911E Operation Section 1 83 8 DIAGNOSIS 8 1 Outline Of The Diagnostic Function e The diagnostic function enables a system to self diagnose its own malfunctions If abnormal conditions occur in the sen sors or actuators used in the control systems the respective systems convert the malfunction signals into codes and transmit them to the engine ECU The engine ECU records the transmitted malfunction code into memory Recorded codes are output at the diagnostics connector on the vehicle To inform the driver of the malfunction the engine ECU causes the MIL Malfunction Indicator Light in the meter to illuminate Accurate troubleshooting can be performed by way of the DTCs Diagnostic Trouble Codes that are output at the diagnostic connector For details on actual diagnosis codes see the vehicle manual It is necessary to put the vehicle into the state below before starting inspection 1 Pre Inspection Preparation e Position the shift lever in N or P e Turn OFF the air conditioner e Verify that the throttle valve is fully closed 8 2 Diagnosis Inspection Using DST 1 e The DST 1 can be used in both normal and check modes Compared to the normal mode the check mode has a higher sensitivity to detect malfun
79. ons of the vehicle the sensor is mounted in Cylinder Recognition Sensor TDC G Sensor e The cylinder recognition sensor is installed on the supply pump unit for the HPO system but for the HP2 HP3 or HP4 system it is installed near the supply pump timing gear Sensor unit construction consists of the MPU type which is the same as for the crankshaft position sensor and the MRE magnetic resistance element type For the MRE type when the pulsar passes the sensor the magnetic resistance changes and the voltage passing through the sensor changes This change in voltage is amplified by the internal IC circuit and output to the engine ECU The number of pulses for the TDC pulsar depends on the specifications of the vehicle the sensor is mounted in Sensor Mounting Position Reference Cylinder Recognition Sensor Pulsar TDC G Sensor Gearless Section Q a For MPU For MRE Type Type Engine Speed Pulsar TDC G Pulsar Crankshaft Position Sensor Engine Speed Sensor External View of Sensor NE Shielded 4 ie E TDC G TDC G MPU Type MRE Type Crankshaft Position Sensor Cylinder Recognition Sensor Engine Speed Sensor TDC G Sensor Pulse Chart Reference 360 CA 360 CA Engine Speed AMIA AAN Puse PIAOOOO OO OY OWA TTT T MPU A A J J J A TDC G Pulse 720 CA Q000878E Operation Section 1 63 2 Accelerator Position Sensor e The accelerator position sensor converts
80. ost pressure sensor N z sponding circuit Refer to the boost pressure sensor check procedure issued by the vehicle and or the corresponding circuit manufacturer Check the rail pressure sensor and the corre Repair or replace the rail pressure sensor and N z sponding circuit Refer to the rail pressure sen the corresponding circuit sor check procedure issued by the vehicle manufacturer Repair Section 2 120 Check each injector Refer to the injector check procedure issued by the vehicle manufacturer Check the engine ECU power supply Refer to the engine ECU power supply circuit diagram issued by the vehicle manufacturer Check the supply pump and the supply pump drive circuit Refer to the supply pump drive cir cuit diagram issued by the vehicle manufac turer Troubleshooting complete Repair or replace the injector and or the corre sponding circuit Repair the engine ECU power supply Repair or replace the supply pump and drive cir cuit Repair Section 2 121 13 White smoke Description White smoke is being exhausted Possible Cause e Fuel filter e Injector e Supply pump e EGR system e Engine ECU e Electronic control throttle e Rail pressure sensor Clogged air cleaner element Replace the fuel filter Check each injector Refer to the injector check Repair or replace the injector and or the corre Z Z procedure issued by the vehicle
81. ound and between terminal 1 of connector B2 and the body ground 4 a The faulty circuit and measurement results are shown be low Measurement e There is no continuity between termi Results nal 1 of connector A and the body ground Q002333E e There is continuity between terminal 1 of connector B2 and the body ground Faulty Item There is a short circuit between terminal 1 of connector B2 and terminal 1 of connector C Repair Section 2 106 4 Connector connection fault verification method Simultaneously perform the data monitor and connector voltage measurements Ex Coolant temperature sensor 1 Read the Coolant Temperature Output Voltage value using the DST 2 data monitor 2 Measure the voltage directly from the corresponding ECU terminal If 1 is unsatisfactory and 2 is satisfactory the connector connection is judged as faulty Since some malfunctions only occur intermittently measure voltage while pulling and shaking the wires in order to try to get the malfunction to reoccur Voltage Measurement No 2 34P No 5 31P alka q ES COMMON CONNAN 7 ISL GND I GND 2 12 au MENE AE P E q CY 7 AAA H L END ASE GND Q002334E Repair Section 2 107 9 TROUBLESHOOTING 5 1 Troubleshooting According to Ma
82. peration Section 1 69 e Maximum Injection Quantity This is determined based on the basic maximum injection quantity determined by the engine speed and the added corrections for coolant temperature fuel temperature intake air temperature atmospheric temperature intake air pressure atmospheric pressure and full Q adjustment resistance only for the 1st generation HPO system etc gt es SO 25 Qs 5 0 mc Engine Speed QB0717E Corrections e Cold Engine Maximum Injection Quantity Correction When the coolant temperature is low whether during start up or during normal operation this correction increases the injection quantity Injection Quantity Engine Speed Q000891E e Intake Air Pressure Correction When the intake air pressure is low the maximum injection quantity is restricted in order to reduce the emission of black smoke Intake Air Pressure Correction Quantity Injection Quantity Engine Speed Q000892E Operation Section 1 70 e Atmospheric Pressure Correction The maximum injection quantity is increased and decreased according to the atmospheric pressure When the atmo spheric pressure is high the maximum injection quantity is increased Atmospheric Pressure Correction Quantity gt E iq O Cc O O a Engine Speed Q000893E e Injection Quantity Delay Correction for Acceleration During acceleration if there is a large change in the ac
83. positioned symmetrically above and below on the outside of the ring cam e The fuel discharge quantity is controlled by the SCV the same as for the HP2 in order to reduce the actuating load and suppress the rise in fuel temperature In addition there are two types of HP3 SCV the normally open type the suction valve opens when not energized and the normally closed type the suction valve is closed when not ener gized e With a DPNR system Diesel Particulate NOx Reduction system there is also a flow damper The purpose of this flow damper is to automatically shut off the fuel if a leak occurs in the fuel addition valve passage within the DPNR Suction Valve Feed Pump Ring Cam SCV Suction Control Valve Fuel Temperature Sensor Delivery Valve Q000835E Operation Section 1 28 2 Exploded View Delivery Valve oe DS Element Sub Assembly CCC Suction Control Valve Ring Cam Plunger Eccentric Cam Camshaft Delivery Valve Element Sub Assembly Q000836E Operation Section 1 29 3 Component Part Functions Actuates the plunger Moves reciprocally to draw and compress fuel Delivery Valve Delivery Valve Prevents reverse flow from the rail of the fuel pumped from the plunger Fuel Temperature Sensor Detects the fuel temperature Pump Unit Actuates the ring cam Feed Pump e The trochoid type feed pump which is integrated in the supply pump draws fuel from the fuel tank and f
84. r replace the crankshaft position sensor N z the crankshaft position sensor check procedure and or the corresponding circuit issued by the vehicle manufacturer Check each injector Refer to the injector check Repair or replace the injector and or the corre N z procedure issued by the vehicle manufacturer sponding circuit Verify whether there is a start signal when Repair the start signal circuit N G cranking the engine by checking the engine ECU start signal terminal Check the MAF meter and the corresponding circuit Refer to the MAF meter check proce Repair or replace the MAF meter and or the cor N z responding circuit dure issued by the vehicle manufacturer Repair Section 2 116 Check the Exhaust Gas Recirculation EGR system Refer to the EGR system check proce Repair or replace the EGR system NG dure issued by the vehicle manufacturer Perform the accelerator pedal position sensor Repair or replace the accelerator position sen function check Refer to the accelerator posi NG sor and or the corresponding circuit tion pedal sensor check procedure issued by the vehicle manufacturer Check the boost pressure sensor and the corre Repair or replace the boost pressure sensor sponding circuit Refer to the boost pressure NG and or the corresponding circuit sensor check procedure issued by the vehicle manufacturer Check the supply pump
85. replace the crankshaft position sensor N the crankshaft position sensor check procedure and or the corresponding circuit z issued by the vehicle manufacturer Check each injector Refer to the injector check Repair or replace the injector and or the corre z procedure issued by the vehicle manufacturer N sponding circuit Verify whether there is a start signal when Repair the start signal circuit z cranking the engine by checking the engine N ECU start signal terminal Check the engine ECU power supply Refer to Repair the engine ECU power supply z the engine ECU power supply circuit diagram N issued by the vehicle manufacturer Check the supply pump and the supply pump drive circuit Refer to the supply pump drive cir Repair or replace the supply pump and drive cir z N cuit cuit diagram issued by the vehicle manufac Troubleshooting complete turer Repair Section 2 115 9 Poor engine output poor acceleration Description Deficient engine performance Possible Cause e EGR system e Injector e Mass Air Flow MAF meter e Crankshaft position sensor e Accelerator position sensor e Boost pressure sensor e Supply pump e Start signal circuit e Air cleaner duct Clogged air cleaner element Replace the air cleaner or repair the air duct N z Repair the engine cooling system N G Check the crankshaft position sensor Refer to Repair o
86. ressure Correction Intake Air Temperature Correction Atmospheric Pressure Correction Ambient Temperature Correction Engine Speed Cold Engine Maximum Injection Quantity Correction Q000887E Operation Section 1 68 Set Injection Quantities e Basic Injection Quantity This quantity is determined by the engine speed and the accelerator opening With the engine speed constant if the accelerator opening increases the injection quantity increases with the accelerator opening constant if the engine speed rises the injection quantity decreases Accelerator Opening gt iq gt O O O A 2 uN 09 m Engine Speed Q000888E e Starting Injection Quantity This is determined based on the basic injection quantity for when the engine starts up and the added corrections for the starter S W ON time the engine speed and the coolant temperature If the coolant temperature is low the injec tion quantity is increased When the engine has completely started up this mode is cancelled Coolant Temperature High lt Low Starting Base Injection Quantity STA ON Time gt Injection Quantity Starting Q000889E e Injection Quantity for Maximum Speed Setting Determined by the engine speed The injection quantity is restricted to prevent an excessive rise in engine speed Overrun Injection Quantity for Maximum Speed Setting Injection Quantity Engine Speed Q000890E O
87. rocally The ring cam itself does not rotate Plunger 1 Ring Cam Plunger 2 IA Eccentric Cam J y Camshaft Suction Camshaft G Camshaft Rotate 120 Clockwise Yy Rotate 120 Clockwise Plunger 3 Camshaft Rotate 120 Clockwise End of Pumping D000852E Operation Section 1 45 4 Supply Pump Operation Supply Pump Overall Fuel Flow e The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV At this time the regulating valve adjusts the fuel pressure to below a certain level The fuel sent from the feed pump has the required discharge quantity ad justed by the SCV and enters the pump unit through the suction valve The fuel pumped by the pump unit is pumped through the delivery valve to the rail aD A AD Feed Pump from Fuel Tank Suction e p arm SCV from Feed Pump Low Pressure CO O Pump Unit from SCV Low Pressure Adjustment Complete 9000000 From Pump Unit to Rail High Pressure Camshaft To Rail From Fuel Tank Liye d F Ring Cam Plunger Suction Valve Delivery Valve Q000853E Operation e The discharge quantity is controlled by the SCV As with the HP3 the valve opening is adjusted by duty ratio control The only difference from the HP3 is the shape of the pump unit Operation and control are basically the same For details on operation and control see the explanation of the HP3 Operation Section 1 46 4 RAIL DESCCRIPTION
88. se flow of fuel pumped to the rail Cylinder Recognition Sensor TDC G Identifies the engine cylinders Sensor Feed Pump e The feed pump which is integrated in the supply pump draws fuel from the fuel tank and feeds it to the pump chamber via the fuel filter There are two types of feed pumps the trochoid type and the vane type Trochoid Type The camshaft actuates the outer inner rotors of the feed pump causing them to start rotating In accordance with the space produced by the movement of the outer inner rotors the feed pump draws fuel into the suction port and pumps fuel out the discharge port Outer Rotor To Pump Chamber Suction Port Discharge Port Inner Rotor From Fuel Tank Q000770E Vane Type The camshaft actuates the feed pump rotor and the vanes slide along the inner circumference of the eccentric ring Along with the rotation of the rotor the pump draws fuel from the fuel tank and discharges it to the SCV and the pumping mechanism Discharge Port a Eccentric Ring Q000771E Operation Section 1 15 PCV Pump Control Valve e The PCV Pump Control Valve regulates the fuel discharge quantity from the supply pump in order to regulate the rail pressure The fuel quantity discharged from the supply pump to the rail is determined by the timing with which the current is applied to the PCV Actuation Circuit The diagram below shows the actuation circuit of the PCV The ignition
89. sor to measure the fuel pressure and it feeds this data to the engine ECU in order to control the pump discharge quantity Operation Section 1 67 3 Fuel Injection Quantity Control General Description e This control determines the fuel injection quantity by adding coolant temperature fuel temperature intake air temper ature and intake air pressure corrections to the basic injection quantity The engine ECU calculates the basic injection quantity based on the engine operating conditions and driving conditions Injection Quantity Calculation Method e The calculation consists of a comparison of the following two values 1 The basic injection quantity that is obtained from the governor pattern which is calculated from the accelerator position and the engine speed 2 The injection quantity obtained by adding various types of corrections to the maximum injection quantity obtained from the engine speed The lesser of the two injection quantities is used as the basis for the final injection quantity Accelerator Opening lt Injection Quantity Engine Speed Accelerator Opening 5 gt Basic Injection Quantity A Low Corrected Inj l E jector Actuation Quantity gt Final Injection gt Parod Calculation ey Side Selected Quantity Engine Speed gt Maximum Injection Quantity c gt 05 OG 05 cO Individual Cylinder Correction Quantity Speed Correction Injection Pressure Correction Intake Air P
90. t D gt oa O Absolute Pressure Q000885E Operation Section 1 66 7 CONTROL SYSTEM 7 1 Fuel Injection Control 1 General Description e This system effects more appropriate control of the fuel injection quantity and injection timing than the mechanical governor or timer used in the conventional injection pump The engine ECU performs the necessary calculations based on the signals that are received from the sensors located on the engine and the vehicle Then the ECU controls the timing and duration of the current that is applied to the injectors in order to obtain optimal injection timing and injection quantity 2 Various Types of Fuel Injection Controls Control Functions Fuel Injection Quantity Control This control replaces the function of the governor in the conventional injection pump lt achieves optimal injection quantity by effecting control in accordance with the engine speed and accelerator opening signals Fuel Injection Timing Control This control replaces the function of the timer in the conventional injection pump lt achieves optimal injection timing by effecting control in accordance with the engine speed and the injection quantity Fuel Injection Rate Control This function controls the ratio of the fuel quantity that is injected from the orifice of Pilot Injection Control the injector within a given unit of time Fuel Injection Pressure Control This control uses the rail pressure sen
91. ter performance This system actuates the exhaust gas control valve VSV which is attached to the exhaust manifold It increases the exhaust pressure to in crease the exhaust temperature and engine load in order to improve warm up and heater performance Vacuum Pump Exhaust Gas Control Valve Turbo Pressure Mass Airflow Meter Sensor Cylinder Coolant Temperature Recognition Sensor Sensor TDC G Sensor Exhaust Gas E EGR Valve Position Accelerator Control Valve SS Sensor Position Sensor Warm Up Switch Atmospheric Pressure Sensor Q000906E 2 Operation e The exhaust gas control system operates when the warm up switch is ON and all the conditions listed below have been met Operation Conditions The EGR is operating The coolant temperature is below 70 C The ambient temperature is below 5 C A minimum of 10 seconds have elapsed after starting the engine The engine speed and fuel injection quantity are in the state shown in the graph below Exhaust Gas Control System Operating Range Operating Range Extremely Low Torque or Engine Speed Range gt 140 gt O 9 O Engine Speed gt Q000907E Operation Section 1 80 7 5 DPF System Diesel Particulate Filter 1 General Description e This system reduces emissions of PM particulate matter In order to collect PM a DPF cleaner with built in catalytic filter is mounted on the center pip
92. tes from the cam surface e When the drive shaft rotates and the cam peak rises and the roller comes in contact with the cam surface again the plunger is pressed by the cam and starts pumping Since the suction quantity the discharge quantity the discharge quantity is controlled by the timing with which the SCV is switched OFF suction quantity Crankshaft 360 CR Angle Compression TDC 1 TDC 3 TDC 4 TDC 2 Top Dead Center Cylinder Recognition Sensor Signal E 024 6 8 101214160 24 6 8 101214 024 68 101214160 2 4 6 8 101214 Crankshaft Position Sensor Signal Increased Suction SCV 1 ON Suction MS Suction OFF ON Decreased Suction SCV 2 akd Quantit wy E Delivery Valve nea Discharge Horizontal Cam Lift SL Sumping sialon Vertical 4 Pumping Suction lining Suction Fuel SC Fuel i f Pe ad ocr 2S OFF OFF Check Valve Do So Oko rs e 99 00 _ oo a bo 00 Fuel Plunger mt Delivery Valve Roller KK CS l Suction Pumping Start of Suction End of Suction Start of Pumping End of Pumping Q000833E Operation Section 1 27 3 3 HP3 Type 1 Construction and Characteristics e The supply pump is primarily composed of the pump unit eccentric cam ring cam two plungers the SCV suction control valve the fuel temperature sensor and the feed pump trochoid type and is actuated at 1 1 or 1 2 the engine rotation e The two compact pump unit plungers are
93. the accelerator opening into an electric signal and outputs it to the engine ECU There are two types of accelerator position sensor the hall element type and the contact type In addition to provide backup in the event of breakdown there are two systems and the output voltage is offset Hall Element Type This sensor uses a hall element to generate voltage from change in the direction of the magnetic field A magnet is installed on the shaft that rotates linked with the accelerator pedal and the rotation of this shaft changes the mag netic field of the Hall element The voltage generated by this change in the magnetic field is amplified by an amplifier and input to the engine ECU Amplifier No 1 Magnets Pair aw A yi Pa AN gt ab O g G S 5 2 O OW O lt S 50 100 Accelerator Opening Q000879E Contact Type The sensor uses a contact type variable resistor Since the lever moves linked with the accelerator pedal the sen sor resistance value varies with the accelerator pedal opening Therefore the voltage passing the sensor changes and this voltage is input to the engine ECU as the accelerator opening signal Accelerator Position Sensor Accelerator Position Sensor Output Voltage Characteristic Accelerator Position Sensor Circuit Diagram Fully Open Fully Closed Output Voltage Fully Closed Fully Open Accelerator Pedal Position Q000880E Operation Section 1 64 3 Intake Air
94. there are three plungers e Because there are three plungers they are positioned at intervals of 120 around the outside of the ring cam In ad dition the fuel delivery capacity is 1 5 times that of the HP3 e The fuel discharge quantity is controlled by the SCV the same as for the HP3 SCV Suction Control Valve Fuel Temperature Sensor Delivery Valve Plunger Suction Valve Eccentric Cam Q000850E Operation Section 1 42 2 Exploded View SA e 0 NS gt y J y OJ N Feed Pump a AN Regulating Valve E 2 Y f 0 OUT Pump Body Ring Cam CQO K 9 Camshaft ES EN 4 a ES Fuel Temperature Sensor E 2 O ECMO Q000457E Operation Section 1 43 3 Component Part Functions e The HP4 supply pump component parts and functions are basically the same as for the HP3 The explanations below only cover those points on which the HP4 differs from the HP3 For other parts see the appropriate item in the expla nation of the HP3 Pump Unit Eccentric Cam Ring Cam Plunger e A triangular ring cam is installed on the eccentric cam on the drive shaft and three plungers are installed to the ring cam at intervals of 120 Plunger Camshaft Eccentric Cam Ring Cam Q000851E Operation Section 1 44 e Because the rotation of the camshaft makes the eccentric cam rotate eccentrically the ring cam follows this and this moves the three plungers recip
95. tion End of Injection Q000867E Operation Section 1 55 5 4 Injector Actuation Circuit e n order to improve injector responsiveness the actuation voltage has been changed to high voltage speeding up both solenoid magnetization and the response of the TWV The EDU or the charge circuit in the ECU raises the respective battery voltage to approximately 110V which is supplied to the injector by signal from the ECU to actuate the injector EDU Actuation lt Constant Amperage Circuit XTX i High Voltage Generation Circuit Charging Circuit Injector ayy E 000 INJ 2 No 3 Cylinder A A INJ 3 No 4 os Yin INJ 4 No 2 Cylinder 9000 4 JA INJ No 1 Cylinder Actuating Current Control Circuit ECU Direct Actuation Direct Actuation Common 2 Injector E rn 2WV 1 No 1 EA Ser ny bake mero rom Ml 2WV 2 No 5 cylinder A a 2WV 3 No 3 Cylinder TEH ee AA 2WV 6 No 4 Cylinder Constant Amperage Circuit Constant Amperage Circuit High Voltage Generation Circuit Q000868E Operation Section 1 56 5 5 Other Injector Component Parts 1 Hollow Screw with Damper e The hollow screw with damper enhances injection quantity accuracy by reducing the back pressure pulsations pres sure fluctuations of the leak fuel In addition it minimizes the back pressure dependence the effect of the pressure in the leak pipe changing the
96. tions In ECD ELECTRONICALLY CONTROLLED DIESEL Systems e ECD systems include the ECD V series V3 V4 and V5 which implements electronic control through distributed pumps VE type pumps and common rail systems made up of a supply pump rail and injectors Types are the ECD V3 and V5 for passenger cars and RVs the ECD V4 that can also support small trucks common rail systems for trucks and common rail systems for passenger cars and RVs In addition there are 2nd generation common rail systems that sup port both large vehicle and passenger car applications The chart below shows the characteristics of these systems The world s first SPV electromagnetic spill valve system is used for fuel injection quantity control so the quantity injected by each cylinder can Inner Cam Pumping Mechanism be controlled Maximum Injection Pressure 60 MPa 122 e System Types and Transitions Uses pilot injection to reduce the Maximum Injection Pressure 130 MPa engine combustion noise Maximum Injection Pressure 100 MPa ECD V5 Passenger Car Common Common Rail System Fuel raised to high pressure by the supply pump is temporarily accumulated in the rail then injected after the injector is energized Uses pilot injection to reduce the engine combustion noise Maximum Injection Pressure 180 MPa Supply Pump Injector Q000750E Operation Section 1 4 1 4 Common Rail System Ch
97. to achieve the target rail pressure As a result the supply pump actuation load is reduced There are two types of HP3 SCV the normally open type the suction valve opens when not energized and the nor mally closed type the suction valve is closed when not energized The operation of each type is the reverse of that of the other In recent years a compact SCV has been developed Compared to the conventional SCV the position of the return spring and needle valve in the compact SCV are reversed For this reason operation is also reversed Normally Open Type When the solenoid is not energized the return spring pushes against the needle valve completely opening the fuel passage and supplying fuel to the plungers Total quantity suctioned gt Total quantity discharged When the solenoid is energized the armature pushes the needle valve which compresses the return spring and closes the fuel passage In contrast the needle valve in the compact SCV is pulled upon which compresses the return spring and closes the fuel passage The solenoid ON OFF is actuated by duty ratio control Fuel is supplied in an amount corresponding to the open surface area of the passage which depends on the duty ratio and then is discharged by the plungers Conventional SCV Return Spring Solenoid Needle Valve External View Cross Section Q002340E Compact SCV Solenoid Valve Body Return Spring Needle Valve External View Cross Section Q0
98. to cylinder Overhaul the engine compression pressure Repair Section 2 124 6 DIAGNOSIS CODES DTC 6 1 DTC Chart Example DTC Structure o P Powertrain related engine drive system o U H Network related vehicle communication DTC Assignment PO Determined by SAE ISO P1 Determined by manufacturer P2 Determined by manufacturer O P3 Mixture of items determined by SAE ISO and items determined by the vehicle manufacturer DTC Chart example for HINO and TOYOTA vehicles e DTC codes that apply to the CRS are listed below compatible with the DST 2 DTC Description P0006 Fuel shutoff valve A control circuit low voltage P0007 Fuel shutoff valve A control circuit high voltage Mass Air Flow MAF meter circuit related Repair Section 2 125 DTC Description P0118 Coolant temperature sensor circuit high voltage P0119 Coolant temperature sensor circuit intermittent operation Accelerator position sensor switch A circuit related Accelerator position sensor switch A circuit range performance Accelerator position sensor switch A circuit low voltage Accelerator position sensor switch A circuit high voltage Accelerator position sensor switch A circuit intermittent operation P0168 Fuel temperature too high P0180 Fuel temperature sensor A circuit related P0181 Fuel temperature sensor A circuit range performance P0182 Fuel temperature sensor A circuit low voltage
99. uestion the user to verify the nature of the malfunction 4 Verify the malfunction symptom at the actual vehicle 8 Was the malfunction cleared Return to step 3 Does the malfunction reoccur or Use the DST 2 to check for any DTCs Use the DST 2 Data Monitor function to per form checks while monitoring each input and output signal Use the DST 2 active test function to operate each output device with the ignition switch in the ON position Check for any abnormalities in either the electrical circuits or the output devices Repair Section 2 93 Refer to Actions for Non Reoccurring Malfunc tions Proceed with diagnostics while referencing the DTC chart in the repair manual for the appropri ate vehicle Proceed with diagnostics while referencing the repair manual for the appropriate vehicle Proceed with diagnostics while referencing the repair manual for the appropriate vehicle Repair Section 2 94 2 2 Inquiries e Use the Common Rail System CRS troubleshooting questionnaire to consult with the customer and adequately grasp the malfunction symptoms lt NOTE gt Do not ask random questions Rather ask questions that will aid in narrowing down the possible malfunctioning system while making educated guesses based on the actual symptoms Questioning points Use the following questions as a basis to fully grasp the malfunction e What Malfunction sy
100. ump is mainly made up of a pumping system as in conventional in line pumps two cylinders the PCV Pump Control Valve for controlling the fuel discharge quantity the cylinder recognition sensor TDC G sen sor and the feed pump e It supports the number of engine cylinders by changing the number of peaks on the cam The supply pump rotates at half the speed of the engine The relationship between the number of engine cylinders and the supply pump pumping is as shown in the table below Supply Pump Speed Ratio Number of Pumping Rotations for 1 Number of Engine Cylinders Number of Pump Engine Cam Peaks Cycle of the Engine 2 Rotations Cylinders 2 e By increasing the number of cam peaks to handle the number of engine cylinders a compact two cylinder pump unit is achieved Furthermore because this pump has the same number of pumping strokes as injections it maintains a smooth and stable rail pressure TDC G Sensor Pulsar for TDC G Sensor Q000768E Operation Section 1 13 2 Exploded View PCV Pump Control Valve T Do O S AE Ge Delivery Valve Element O Cylinder Recognition Sensor O eA TDC G Sensor S S Sd pe Tappet SS Roller Q000769E Operation Section 1 14 3 Supply Pump Component Part Functions Mechanism Tappet Transmits reciprocating motion to the plunger Plunger Moves reciprocally to draw and compress fuel Delivery Valve Stops the rever
101. ve been adopted and a pilot injection system has recently been developed 2 Spring Nozzle Common Rail System Injection Rate Injection Rate Control Pilot Injection Injection Quantity Injection Quantity Q000922E 3 Higher Injection Timing Control Precision Reducing exhaust gas emissions and fuel consumption and optimizing the injection timing are important It is ex tremely difficult to achieve the desired exhaust emission reduction levels through methods that adjust the injection timing according to speed or centrifugal force such as the conventional mechanical timer For this reason electron ically controlled systems have been adopted to freely and precisely control the injection timing in accordance with the engine characteristics Electronic Control Type Mechanical Timer Q000923E 4 Higher Injection Quantity Control Precision e Power output adjustment in a diesel engine is accomplished by regulating the fuel injection quantity Poor injection quantity control precision leads to increased exhaust gas emissions noise and poor fuel economy For this reason electronically controlled systems have been developed to ensure high precision injection quantity control Operation Section 1 90 9 4 Image Of Combustion Chamber Interior e With conventional injection methods because an excessive quantity of fuel was injected in the initial period the explo sion pressure rose excessively leading to the generation
102. ve controls the fuel pressure in the rail When rail fuel pressure exceeds the target injection pressure or when the engine ECU judges that rail fuel pressure exceeds the target value the pressure discharge valve solenoid coil is energized This opens the pressure discharge valve passage allowing fuel to leak back to the fuel tank and reducing rail fuel pressure to the target pressure Solenoid Coil Pressure Discharge Valve Q000861E Operation Section 1 50 9 INJECTOR DESCRIPTION 5 1 General Description e The injector injects the pressurized fuel in the rail into the engine combustion chamber at the optimal injection timing injection quantity injection rate and injection pattern in accordance with signals from the ECU O Injection is controlled using a TWV Two Way Valve and orifice The TWV controls the pressure in the control chamber to control the start and end of injection The orifice controls the injection rate by restraining the speed at which the nozzle opens e The command piston opens and closes the valve by transmitting the control chamber pressure to the nozzle needle e When the nozzle needle valve is open the nozzle atomizes the fuel and injects it There are three types of injectors the X1 X2 and G2 Rail Pressure Sensor Orifice Control Chamber Portion Command Piston Supply Pump J Nozzle Needle Nozzle Q000862E Operation Section 1 51 5 2 Injector Construction and F
103. vehicle manufacturer Check each injector Refer to the injector check procedure issued by the vehicle manufacturer Verify whether there is a start signal when cranking the engine by checking the engine ECU start signal terminal Check the engine ECU power supply Refer to the engine ECU power supply circuit diagram issued by the vehicle manufacturer Check the supply pump and the supply pump drive circuit Refer to the supply pump drive cir cuit diagram issued by the vehicle manufac turer Troubleshooting complete z G G z G z G a G z Repair Section 2 108 Repair or replace the cylinder recognition sen sor and or the corresponding circuit Repair or replace the injector and or the corre sponding circuit Repair the start signal circuit Repair the engine ECU power supply Repair or replace the supply pump and drive cir cuit Repair Section 2 109 3 The engine stalls when idling Description The engine stalls after starting or when idling Possible Cause e Crankshaft position sensor e Engine ECU power supply circuit e Injector e Supply pump e Engine cooling system e Start signal circuit Clogged air cleaner element Repair the engine cooling system N z Check the crankshaft position sensor output Repair or replace the crankshaft position sensor G waveform Refer to the crankshaft position sen N and or the corresponding circuit

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