Fuel System
[DIESEL]
GENERAL
SYSTEM OVERVIEW ....................................
SPECIFICATION ............................................
SERVICE STANDARD ...................................
TIGHTENING TORQUE .................................
TROUBLESHOOTING ...................................
DTC TROUBLESHOOTING PROCEDURES
FLA- 2 P0100/P0101/P0102/P0103 ........................ FLA -49
FLA -36 P0107/P0108 ............................................... FLA -55
FLA -36 P0112/P0113 ............................................... FLA -56
FLA -37 P0116/P0117/P0118 .................................... FLA -61
FLA -38 P0120/P0123 ............................................... FLA -67
P0182/P0183 ............................................... FLA -72
P0190/P0192/P0193 .................................... FLA -77
P0220/P0221 /P0223 .................................... FLA -82
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P0231/P0232 ............................................... FLA -87
P0261/P0262/P0263 .................................... FLA -91
P0264/P0265/P0266 .................................... FLA -95
P0267 /P0268/P0269 .................................... FLA -99
P0270/P0271 /P0272 .................................... FLA -103
P0336/P0341 /P0343/P 1300 ........................ FLA -1 07
P0401/P0402/P0405/P0406 ........................ FLA -114
P0501/P0503 ............................................... FLA -120
P0562/P0563 ............................................... FLA -124
P0601 /P0602/P0603 .................................... FLA -126
P0703 .......................................................... FLA -127
P0704 .......................................................... FLA -131
P1182/P1183/P1184 .................................... FLA -134
P1185/P1186/P1187/P1188/P1189 ............ FLA -138
P1321/P1322 ............................................... FLA -142
P1326/P1327 ............................................... FLA -145
P1522/P1523 ............................................... FLA -149
P1524/P1525 ............................................... FLA -151
P1616 .......................................................... FLA -153
P1620/P1621 ............................................... FLA -156
P1624/P1625 ............................................... FLA -160
P1628/P1629 ............................................... FLA -164
P1634 .......................................................... FLA -168
P1636 .......................................................... FLA -172
P1638 .......................................................... FLA -173
P1639 .......................................................... FLA -174
P1646/P1647 ............................................... FLA -175
P1652 .......................................................... FLA -176
P1653 .......................................................... FLA -179
P1690/P1693/P1695-P1698 ....................... FLA -180
FLA-2
GENERAL
SYSTEM OVERVIEW E1F20351
FIELD OF APPLICATION
The in-line fuel-injection pump's main area of application
is still in allsizes of commercial-vehicle diesel engines, sta-
tionary diesel engines, locomotivesand ships. Injection
pressures of up to approx. 1350 bar are used to gener-
ateoutput powers of up to about 160 kW per cylinder.
The in-line fuel-injection pump's main area of application
is still in allsizes of commercial-vehicle diesel engines, sta-
tionary diesel engines, locomotivesand ships. Injection
pressures of up to approx. 1350 bar are used to gener-
ateoutput powers of up to about 160 kW per cylinder.
Extensive area of application (for passenger cars and
light commercial vehicleswith output powers of up to
30kW/cylinder, as well as for heavy-duty vehicles,lo-
comotives, and ships with outputs of up to approx.
200kW/cylinder,
High injection pressures of up to approx. 1400 bar.
Variable start of injection,
Possibility of pilot injection, main injection, and post
injection,
Matching of injection pressure to the operating mode.
FUNCTIONS
Pressure generation and fuel injection are completely de-
coupled from eachother in the "Common Rail" accumula-
tor injection system. The injection pressureis generated
independent of engine speed and injected fuel quantity.
The fuelis stored under pressure in the high-pressure ac-
cumulator (the "Rail") readyfor injection. The injected fuel
quantity is defined by the driver, and thestart of injection
and injection pressure are calculated by the ECU on the-
basis of the stored maps. The ECU then triggers the so-
lenoid valves so thatthe injector (injection unit) at each
engine cylinder injects accordingly.The ECU and sensor
stages of such a CR fuel-injection system comprise :
FUEL SYSTEM
ECU,
Crankshaft-speed sensor,
Camshaft-speed sensor,
Accelerator-pedal sensor,
Rail-pressure sensor,
Coolant sensor and
Air-mass meter.
Using the input signals from the above sensors, the ECU
registers the driver'srequirements (accelerator-pedal set-
ting) and defines the instantaneous operatingperformance
of the engine and the vehicle as a whole. It processes
the signalswhich have been generated by the sensors and
which it receives via data lines.On the basis of this infor-
mation, it can then intervene with open and closed-loop-
controlling action at the vehicle and particularly at the en-
gine. The enginespeed is measured by the crankshaft-
speed sensor, and the camshaft-speed sensordetermines
the firing sequence (phase length). The electrical signal
generatedacross a potentiometer in the accelerator-pedal
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module informs the ECU abouthow far the driver has de-
pressed the pedal, in other words about his (her)torque
requirement.
The air-mass meter provides the ECU with data on the
instantaneous air flowin order that combustion can be
adapted so as to comply with the emissionsregulations.
Insofar as the engine is equipped with an exhaust-gas
turbochargerand boost-pressure control, the boost-pres-
sure sensor also measures boost-pressure.At low outside
temperatures and with the engine cold, the ECU applies
thedata from the coolant-temperature and air-temperature
sensors to adapt thesetpoint values for start of injection,
post injection, and further parametersto the particular
operating conditions. Depending upon the vehicle in
question,in order to comply with the increasing demands
for safety and comfort, furthersensors and data lines
provide inputs to the ECU.
Fig. 1 shows an example of a 4-cylinder diesel engine
fitted with a fuel-injectioninstallation using the "Common
Rail" accumulator injection system. Variouscomponents
are shown.
BASIC FUNCTIONS
The basic functions control the injection of the diesel fuel
at the rightmoment, in the right quantities, and with the cor-
rect injection pressure. They ensure that the diesel engine
not only runs smoothly, but also economically.
GENERAL FLA-3

AUXILIARY FUNCTIONS
Auxiliary closed and open-loop control functions serve to
improve both theexhaust-gas emission and fuel-consump-
tion figures, or are used for increasingsafety, comfort, and
convenience. Examples here are Exhaust-Gas Recircula-
tion(EGR), boost-pressure control, vehicle-speed control,
and electronic immobilizeretc. The CAN bus system per-
mits the exchange of data with other electronicsystems in
the vehicle. During vehicle inspection in the workshop, a
diagnosisinterface permits evaluation of the stored system
data.

[Fig.1]

1 2

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4 5 6 7 8 9

Common Rail accumulator injection system on a -4cylinder diesel engine

1. Air-mass meter 6. Crankshaft-speed sensor

2. ECU 7. Coolant-temperature sensor
3. High-pressure pump 8. Fuel filter
4. High-pressure accumulator (rail) 9. Accelerator-pedal sensor
5. Injectors

NOTE
This drawing is not exactly same with real lay-out.

EFHB071A
FLA-4 FUEL SYSTEM

INJECTION CHARACTERISTICS INJECTION CHARACTERISTICS WITH COMMON

CONVENTIONAL INJECTION CHARACTERISTICS
With conventional injection systems, using distributor and
in-line injectionpumps, fuel injection today comprises only
the main injection phase - withoutpilot and post-injection
phases (Fig. 1). On the solenoid-valve-controlleddistribu-
tor pump though, developments are progressing towards
the introductionof a pilot-injection phase. In conventional
systems, pressure generation andthe provision of the in-
jected fuel quantity are coupled to each other by acam and
a pump plunger. This has the following effects upon the in-
jectioncharacteristics :
The injection pressure increases together with in-
creasing speed and injectedfuel quantity.
During the actual injection process, the injection pres-
sure increases andthen drops again to the nozzle
closing pressure a the end of injection.
RAIL
Compared to conventional injection characteristics, the fol-
lowing demandsare made upon an ideal injection charac-
teristic:
Independently of each other, injected fuel quantity
and injection pressureshould be definable for each
and every engine operating condition (providesmore
freedom for achieving ideal A/F mixture formation)
At the beginning of the injection process, the injected
fuel quantity shouldbe as low as possible (that is, dur-
ing the ignition lag between the startof injection and
the start of combustion).
These requirements are complied with in the Common rail
accumulator injectionsystem with its pilot and main-injec-
tion features (Figs. 2 and 4).
The Common Rail system is a modular system, and es-
sentially the followingcomponents are responsible for the

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The consequences are as follows : injection characteristic :
Smaller injected fuel quantities are injected with lower Solenoid-valve-controlled injectors which are
pressures than largerinjected fuel quantities (refer to screwed into the cylinder head,
Fig. 1) Pressure accumulator (rail), and
The peak pressure is more than double that of the High-pressure pump
mean injection pressure,and
In line with the requirements for efficient combustion,
the rate-of dischargecurve is practically triangular.
[Fig. 2)
The peak pressure is decisive for the mechanical loading
of a fuel-injectionpump's components and drive. On con- Rate-of-discharge curve for Common Rail fuel injection
ventional fuel-injection systems it isdecisive for the quality
Pm Mean injection pressure, PR Rail pressure.
of the A/F mixture formation in the combustion chamber.
r - - Pilot injection

[Fig. 1]
Rate-of-discharge curve for conventional fuel Injection
I1:1. PR --- -
- Main injection

-
~ Pm
Pm Mean injection pressure, Ps Peak pressure. "'
"'
E!
a.
h ---------------- §
Start of delivery =0
CD
:s
I Timet----+

EFHB082A

Timet----+

EFHB081A
GENERAL FLA -5

The following components also also required in order to
operate the system :
Electronic control unit (ECU),
Crankshaft-speed sensor, and
Camshaft-speed sensor (phases sensor).
For passenger-car systems, a radial-piston pump is used
as the high-pressurepump for pressure generation. Pres-
sure is generated independently of the injectionprocess.
The speed of the high-pressure pump is coupled directly
to the enginespeed with a non-variable transmission ratio.
In comparison with conventionalinjection systems, the fact
that delivery is practically uniform, means thatnot only is
the Common Rail high-pressure pump much smaller, but
also thatits drive is not subject to such high pressure-load-
ing peaks.
The injectors are connected to the rail by short lines
and, essentially,comprise a nozzle, and a solenoid valve
which is energized by the ECU to switchit on (start
of injection). When the solenoid valve is switched off
(de-energized)injection ceases. Presuming constant
the sharp peak contribute considerably to the diesel
engine'scombustion noise. As shown by the rate-of-dis-
charge curve with pilot injection,(Fig. 4), pressure in the
vicinity of TDC reaches a somewhat higher value,and the
combustion-pressure increase is less rapid.
Since it reduces the ignition delay, pilot injection makes
an indirect contributionto the generation of engine torque.
The specific fuel consumption can increaseor decrease
as a function of the start of main injection and the time
betweenthe pilot and main injection sequences.
[Fig. 3]
Needle lift in the injector nozzle, and rate-of-discharge
curve without pilot injection
hHE Needle lift for main injection.

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pressure, the injected fuel quantityis directly proportional
to the length of time the solenoid valve is energized.lt is
completely independent of the engine or pump speed
(time-controlledfuel injection).The required high-speed
solenoid switching is achieved by using highvoltages and
currents. This means that the solenoid-valve triggering
stagein the ECU must be designed accordingly.The start
of injection is controlledby the angle-time control system
of the EDC (Electronic Diesel Control). Thisuses a sensor TDC
on the crankshaft to register engine speed, and a sensor Crankshaft angle ('cks) ~
onthe camshaft for phase detection (working cycle).

PILOT INJECTION
EFHB091A

Pilot injection can be advanced by up to 90° crankshaft

(90°ks) referred toTDC. If the start of injection occurs less
than 40°ks BTDC, fuel can be depositedon the surface
of the piston and the cylinder walls, and can lead to un-
wanteddilution of the lube-oil. With pilot injection, a small
amount of diesel fuel(1 .. .4 mm3 ) is injected into the cylinder
to "precondition" the combustionchamber. Combustion ef-
ficiency can be improved as a result, and the followingef-
fects are achieved :
The compression pressure is increased slightly due to
pilot reaction and partialcombustion, this in turn leads
to
The main-injection ignition delay being reduced, and
A reduction of combustion-pressure rise and of the
combustion-pressure peaks(softer combustion).
These effects reduce the combustion noise, the fuel con-
sumption, and in manycases the exhaust-gas emissions
as well. In the case of a rate-of-dischargecurve without
pilot injection (Fig. 3), in line with the compression onlya
slight, flat pressure rise is evident just before TDC, after
which it peaksrelatively sharply at the point of maximum
pressure. The steep pressure increasetogether with
MAIN INJECTION
The energy for the engine's output work comes from the
main injection sequence.This means that essentially the
main injection is responsible for the developmentof the en-
gine's torque. With the Common Rail accumulator fuel-in-
jection system,the injection pressure remains practically
constant throughout the whole ofthe injection process.
SECONDARY INJECTION
With certain versions of NOx catalytic converter, sec-
ondary injection canbe applied for NOx combustion
(reduction). It follows the main injection processand is
timed to take place during the expansion or exhaust cycle
up to 200cksafter TDC. Secondary injection introduces a
precisely metered quantity offuel to the exhaust gas.
In contrast to the pilot and main injection processes, the
injected fuel doesnot combust but instead vaporises due
to the residual heat in the exhaustgas. During the ex-
haust cycle, the resulting mixture of exhaust gas and fu-
elis forced out through the exhaust valves and into the ex-
haust-gas system.Part of the fuel though is returned for
FLA -6 FUEL SYSTEM

combustion via the EGR system andhas the same effects
as very advanced pilot injection. Provided suitable NOx-
catalytic converters are fitted, these utilise the fuel in the
exhaust gasas a reduction agent to lower the NOx content
in the exhaust gas.
These quantities all have an effect upon the engine's
emissions and fuel consumption.High combustion tem-
peratures and high levels of oxygen concentration leadto
increased NOx generation. Soot emissions rise due to
lack of air and poorNF mixture formation.

MEASURES AT THE ENGINE

The configuration of the combustion chamber and air-in-

[Fig. 4]
take tract can havea positive effect upon the exhaust-gas
Needle lift in the injector nozzle, and rate-of-discharge emissions. If the air movement in thecombustion cham-
curve with pilot injection ber is carefully matched to the fuel jets leaving the noz-
hVE Needle lift for pilot injection. zle,this promotes efficient mixing of air and fuel and thus
hHE Needle lift for main injection.
complete combustionof the injected fuel. In addition, posi-
tive effects are achieved with a homogenousmixture of air
and exhaust gas and a cooled EGR tract. Four-valve tech-
niquesand turbochargers with variable-turbine geometry
(VTG) also contribute tolower emissions and higher power
density.
Q)
'0 EXHAUST-GAS RECIRCULATION (EGR)
Q)

Q)
z Without EGR, NOx emissions are excessive from the
TDC
Crankshaft angle ("cks) ____.
EFHB101A
Since very late secondary injection leads to dilution of the
engine lube oil,it must be approved by the engine manu-
facture.
EXHAUST-GAS REDUCTION
MIXTURE FORMATION AND COMBUSTION
BEHAVIOR
Compared to Sl engines, diesel engines burn low-volatility
(high-boiling)fuel, and not only prepare the air/fuel mixture
in the period between injectionand start of combustion, but
also during the actual combustion process. Theresult is a
less homogenous mixture. The diesel engine always op-
erates withexcess air (A. > 1). Fuel consumption, and the
emissions of soot, CO, and HCincrease if there is insuffi-
cient excess air. The NF mixture formation isdefined by
the following parameters :
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emission-control legislationstandpoint, whereas soot
emissions are within limits. Exhaust-gas recircula-
tion(EGR) is a method for reducing the emissions of NOx
without drastically increasingthe engine's soot output.
This can be implemented very efficiently with theCR
system thanks to the excellent NF mixture formation
resulting from thehigh injection pressures. With EGR, a
portion of the exhaust gases are divertedinto the intake
tract during part-load operation. This not only reduces
theoxygen content, but also the rate of combustion and
the peak temperature atthe flame front, with the result
that NOx emissions drop. If too much exhaustgas is
recirculated though (exceeding 40% of the intake air
volume), the soot,CO, and HC emissions, as well as the
fuel consumption rise due to the lackof oxygen.
INFLUENCE OF FUEL INJECTION
Start of injection, rate-of discharge curve, and atomization
of the fuel alsohave an influence upon fuel consumption
and upon exhaust-gas emissions.

Injection pressure,
Rate of discharge (injection time),
Spray distribution (number of spray jets, spray cross-
section, spray direction),
Start of injection,
Air movement, and
Air mass.
GENERAL FLA-7

START OF INJECTION FUEL SYSTEM

Due to lower process temperatures, retarded fuel-injection The fuel system in a "Common Rail" fuel-injection system
reduces the NOxemissions. But if it is too far retarded, (Fig. 1) comprisesa low-pressure stage for the low-pres-
HC emissions and fuel consumption increase, as do soot sure delivery of fuel, a high-pressurestage for the high-
emissions under high loading conditions. 1f the startof in- pressure delivery, and the ECU (11 ).
jection deviates by only 1°kS (crankshaft) from the desired
value, NOxemissions can increase by as much as 5%. LOW-PRESSURE DELIVERY
Whereas a deviation of 2°kS in theadvance (early) direc-
The low-pressure stage of the Common Rail fuel system
tion can lead to a 10 bar increase in the cylinder peak-
incorporates :
pressure, a deviation of 2°kS in the retarded (late) direction
can increasethe exhaust-gas temperature by 20°. Such Fuel tank with pre-filter,
high sensitivity demands utmost accuracywhen adjusting Presupply pump,
the start of injection. Fuel filter, and
RATE-OF-DISCHARGE CURVE Low-pressure fuel lines.

The rate-of discharge curve defines the variations in fuel

mass flow duringa single injection cycle (from start of in-
jection till end of injection).The rate-of-discharge curve de-
termines the mass of fuel delivered during thecombus-

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tion lag (between start of injection and start of combus-
tion). Furthermore,since it also influences the distribution
of the fuel in the combustion chamberit also has an ef-
fect upon the efficiency of the air utilization. The rate-of-
dischargecurve must climb slowly in order that fuel injec-
tion during the combustionlag is kept to a minimum. This
fuel, namely, combusts suddenly as soon ascombustion is
initiated with the attendant negative effects upon engine
noiseand NOx emissions. The rate-of-discharge curve
must drop-off sharply in orderto prevent poorly atomized
fuel leading to high HC and soot emissions, andincreased
fuel consumption during the final phase of combustion.
FUEL ATOMIZATION

Finely atomized fuel promotes the efficient mixing of air

and fuel. It contributesto a reduction in HC and soot
emissions. High injection pressure and optimalgeomet-
rical configuration of the nozzle injection orifices lead
to good atomization.To prevent visible soot emission,
the injected fuel quantity must be limitedin accordance
with the intake air quantity. This necessitates excess
airin the order of at least 10... 40% (A. =1.1 ... 1.4). Once
the nozzle needle hasclosed, the fuel in the injection
orifices can vaporize (in the case of sac-hole(blind-hole)
nozzles the fuel vaporizes in the sac-hole volume) and in
theprocess increase the HC emissions. This means that
such (harmful) volumesmust be kept to a minimum.
FLA-8 FUEL SYSTEM

FUEL LINES FOR THE LOW-PRESSURE STAGE
As an alternative to steel pipes, flame-inhibiting
steel-braid-armoured flexiblefuel lines can be used
for the low-pressure stage. They must be routed sothat
they cannot be damaged mechanically, and fuel which
has dripped or evaporatedmust not be able to accumulate,
nor must it be able to ignite. When the vehicletwists, or
the engine moves etc., this must have no derogatory
effects uponfuel-line function. All parts which carry fuel
must be protected against theeffects of heat. In the case
of buses, fuel lines must not be located in thepassenger
compartment or in the driver's cab, nor may fuel be
delivered byforce of gravity.

[Fig. 1]

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10

Fuel system for a Common Rail fuel-injection system

1. Fuel tank
2. Pre-filter
3. Presupply pump
4. Fuel filter
5. Low-pressure fuel lines
6. High-pressure pump
7. High-pressure fuel lines
8. Rail
9. Injector
10. Fuel-return line
11. ECU

EFHB121A
GENERAL
Low-pressure system components
PRESUPPLY PUMP
The presupply pump is either an electric fuel pump with
pre-filter, or a gear-typefuel pump. The pump draws the
fuel from the fuel tank and continually deliversthe required
quantity of fuel in the direction of the high-pressure pump.
FUEL FILTER
Inadequate filtering can lead to damage at the pump com-
ponents, delivery valves,and injector nozzles. The fuel
filter cleans the fuel before it reaches thehigh-pressure
pump, and thereby prevents premature wear at the pump's
sensitivecomponents.
HIGH-PRESSURE DELIVERY
The high-pressure stage of the fuel system in a Common
Rail installation comprises:
High-pressure pump with pressure-control valve,
High-pressure fuel lines,
The rail as the high-pressure accumulator with rail-
pressure sensor, pressure-limitingvalve, and flow lim-
iter, injectors, and
Fuel-return lines.
High-pressure-system components
HIGH-PRESSURE PUMP
The high-pressure pump pressurises the fuel to a sys-
tem pressure of up to1 ,350bar. This pressurized fuel then
passes through a high-pressure line andinto the tubular
high-pressure fuel accumulator (rail).
HIGH-PRESSURE ACCUMULATOR (RAIL)
Even after an injector has taken fuel from the rail in order to
inject it, the fuel pressure inside the rail remains practically
constant. This is dueto the accumulator effect arising from
the fuel's inherent elasticity. Fuelpressure is measured by
the rail-pressure sensor and maintained at the desiredlevel
by the pressure-control valve.
INJECTORS
The nozzles of these injectors open when the solenoid
valve is triggered andpermit the flow of fuel. They in-
ject the fuel directly into the engine's combustionchamber.
The excess fuel which was needed for opening the injec-
tor nozzlesflows back to the tank through a collector line.
The return fuel from thepressure-control valve and from
the low-pressure stage is also led into thiscollector line to-
gether with the fuel used to lubricate the high-pressure-
pump.
FLA -9
FUEL LINES IN THE HIGH-PRESSURE SECTION
These fuel lines carry the high-pressure fuel. They must
therefore be ableto permanently withstand the maximum
system pressure and, during the pausesin injection, the
sometimes high-frequency pressure fluctuations which
occur.They are therefore manufactured from steel tub-
ing. Normally, they have anoutside diameter of 6 mm
and an internal diameter of 2.4 mm. The injectionlines
between the rail and the injectors must all be of the
same length. Thedifferences in length between the rail
and the individual injectors are compensatedfor by using
slight or pronounced bends in the individual lengths of
tubing.Nevertheless, the injection lines should be kept as
short as possible.
DESIGN AND FUCTION OF THE COMPONENTS
LOW-PRESSURE STAGE
The low-pressure stage (Fig. 1) provides enough fuel for
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the high-pressuresection. The most important compo-
nents are:
Fuel tank,
Pre-supply pump with prefilter,
Low-pressure fuel lines for supply and return,
Fuel filter and
Low-pressure area of the high-pressure pump.
PRE-SUPPLY PUMP
It is the pre-supply pump's job to maintain an adequate
supply of fuel tothe high-pressure pump. This applies
In every operating state,
At the necessary pressure, and
Throughout the complete service life.
At present, there are two possible versions. An electric
roller-cell fuelpump is the standard solution. An alternative
is the mechanically driven gear-typefuel pump.
ELECTRIC FUEL PUMP
The electric fuel pump is only used in passenger cars and
light commercialvehicles. It is not only responsible for de-
livering the fuel to the high-pressurepump, but within the
framework of system monitoring it must also interruptthe
flow of fuel in case of an emergency. Beginning with the
engine crankingprocess, the electric fuel pump runs con-
tinuously independent of engine speed.This means that
the pump permanently delivers fuel from the fuel tank,
andthrough the filter to the high-pressure pump. Excess
fuel can flow back tothe tank through an overflow valve.
A safety circuit is provided to preventthe delivery of fuel
should the ignition be on with the engine stopped. Elec-
tricfuel pumps are available as in-line or in-tank versions.
FLA -10 FUEL SYSTEM

In-line fuel pumpsare installed outside the tank in the fuel a specialmounting. Apart from the electrical and hydraulic
line between the tank and the fuelfilter. They are attached connections to the outside,this mounting usually incorpo-
to the vehicle's floor assembly. In-tank fuel-pumpversions rates a fuel strainer, a fuel-level indicator,and a swirl pot
on the other hand are installed in the fuel tank itself using which acts as a fuel reservoir.

[Fig. 1]

10
5

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5

Fuel system for a Common Rail fuel-injection system

1. Fuel tank
2. Pre-filter
3. Presupply pump
4. Fuel filter
5. Low-pressure fuel lines
6. High-pressure pump
7. High-pressure fuel lines
8. Rail
9. Injector
10. Fuel-return line
11. ECU

EFHB121A
GENERAL FLA -11

An electric fuel pump comprises the three function ele-

ments:
Pumping element,
Electric motor, and
End cover.

FUEL FILTER

Contaminants in the fuel can lead to damage at the pump

components, deliveryvalves, and injection nozzles. This,
therefore, necessitates the use of afuel filter which is
specifically aligned to the requirements of the particu-
larinjection system, otherwise faultless operation and a
long service life cannotbe guaranteed. Diesel fuel can
contain water either in bound form (emulsion)or in free
form (e.g. condensation of water due to temperature
change). lfthis water enters the injection system, it can
lead to damage as a resultof corrosion. Similar to other
injection systems, the Common Rail also needsa fuel
filter with water reservoir, from which the water must be
drained atregular intervals. The increasing number of

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diesel engines used in passengercars, has led to the
demand for an automatic water warning device which
indicatesby means of a warning lamp when water must be
drained (this is binding inthose countries in which there is
a high level of water in the fuel).

HIGH-PRESSURE STAGE

In addition to high-pressure generation, fuel distribution

and fuel-meteringalso take place in the high-pressure
stage (Fig. 1). The most important componentsare :
High-pressure pump with element shutoff valve and
pressure-control valve,
High-pressure accumulator,
Rail-pressure sensor,
Pressure-limiter valve,
Flow limiter and
Injectors.
FLA -12 FUEL SYSTEM

HIGH-PRESSURE PUMP
Assignments
The high-pressure pump (Figs. 7 and 8) is the interface
between the low-pressureand the high-pressure stages.
Under all operating conditions, it is responsiblefor provid-
ing adequate high-pressure fuel throughout the vehicle's
completeservice life. This also includes the provision
of extra fuel as needed forrapid starting and for rapid
build-up of pressure in the rail. The high-pressurepump
continually generates the system pressure as needed
in the high-pressureaccumulator (rail). This means
therefore, that in contrast to conventionalsystems, the
fuel does not have to be specially compressed for each
individualinjection process.

[Fig. 7]

5
7

4
3 ~8

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2

High-pressure pump (schematic, longitudinal section)

1. Driveshaft 8. High-pressure connection to the rail

2. Eccentric cam 9. Ball valve
3. Pumping element with pump plunger 10. Fuel return
4. Pumping-element chamber 11. Fuel inlet from the presupply pump
5. Suction valve 12. Safety valve with throttle bore
6. Outlet valve 13. Low-pressure passage to the pumping element
7. Seal

EFHB172A
GENERAL
DESIGN AND CONSTRUCTION
The high-pressure pump is installed preferably at the
same point on the dieselengine as a conventional distrib-
utor pump. It is driven by the engine (athalf engine speed,
but max. 3000 min-1) through a coupling, gearwheel,
chain,or toothed belt, and lubricated by the diesel fuel
which it pumps. Dependingon available space, a pres-
sure-control valve is installed directly on thehigh-pressure
pump or remote from it. Inside the high-pressure pump,
the fuelis compressed with three radially arranged pump
pistons which are at an angleof 120?to each other. Since
three delivery stokes take place for every revolution,only
low peak drive torques are generated so that the stress
on the pump driveremains uniform. With 16Nm, the
[Fig. 8]
High-pressure pump (schematic, cross-section)
1. Driveshaft
2. Eccentric cam
3. Pumping element with pump piston
FLA -13
torque is only about 1/9 of that requiredto drive a com-
parable distributor pump. This means that Common Rail
placesless loading on the pump drive than is the case
with conventional injectionsystem. The power required
to drive the pump climbs in proportion to the pressureset
in the rail and to the pump's speed (delivery quantity).
For a 2-literengine turning at rated speed, and with a set
pressure of 1,350 bar in therail, the high-pressure pump
requires 3.8kW presuming a mechanical efficiencyof
approx. 90%. The higher power demand (higher than
theoretically necessary)results from the leak-fuel and
control quantities at the injector, and fromthe fuel return
through the pressure-control valve.
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4. Inlet valve
5. Outlet valve
6. Inlet
EFHB181A
FLA -14 FUEL SYSTEM

METHOD OF OPERATION HIGH-PRESSURE ACCUMULATOR (RAIL)

Via a filter with water separator, the presupply pump ASSIGNMENTS

pumps fuel from thetank to the high-pressure pump
through the fuel inlet (Fig. 7) and the safetyvalve. It
forces the fuel through the safety valve's throttle bore
and intothe high-pressure pump's lubrication and cooling
circuit. The driveshaft withits eccentric cams moves the
three pump plungers up and down in accordancewith
the shape of the cam. As soon as the delivery pressure
exceeds the safetyvalve's opening pressure (0.5 ...
1.5bar), the pre-supply pump can force fuelthrough the
high-pressure pump's inlet valve into the pumping-ele-
ment chamberwhose pump piston is moving downwards
(suction stroke). The inlet valve closeswhen the pump
piston passes through BDC and, since it is impossible
for thefuel in the pumping-element chamber to escape,
it can now be compressed beyondthe delivery pressure.
The increasing pressure opens the outlet valve as soonas
the rail pressure is reached, and the compressed fuel
enters the high-pressurecircuit. The pump piston contin-
The high-pressure accumulator (the Rail in Fig. 10) stores
the fuel at highpressure. At the same time, the pressure
oscillations which are generateddue to the high-pressure
pump delivery and the injection of fuel are dampedby the
rail volume. This high-pressure accumulator is common
to all cylinders,hence its name "common rail". Even when
large quantities of fuel are extracted,the common rail
maintains its inner pressure practically constant. This
ensuresthat the injection pressure remains constant from
the moment the injectoropens.
DESIGN AND CONSTRUCTION
In order to comply with the wide variety of engine instal-
lation conditions,the rail with its flow limiters and the pro-
visions for attaching rail-pressuresensor, pressure-control
valve, and pressure-limiter valve is available ina number of
different designs.

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ues to deliver fuel until it reaches TDC (deliverystroke),
after which the pressure collapses so that the outlet
valve closes.The fuel remaining in the pumping-element
chamber relaxes and the pump pistonmoves downwards
again. As soon as the pressure in the pumping-element
chamberdrops below the presupply-pump pressure, the
inlet valve opens and the pumpingprocess starts again.

FUEL-DELIVERY RATE

Since the high-pressure pump is designed for large deliv-

ery quantities, excesshigh-pressure fuel is delivered dur-
ing idle and part-load operation. Thisexcess fuel is re-
turned to the tank via the pressure-control valve. The
compressedfuel relaxes in the tank, and the energy is lost
which was used for compressingthe fuel in the first place.
In addition to the unnecessary heating up ofthe fuel, over-
all efficiency is also reduced. To a certain extent, this los-
sot efficiency can be compensated for by switching off one
of the pumping elements.

TRANSMISSION RATIO

The high-pressure pump's delivery rate is proportional to

its rotationalspeed. And this, in turn, is a function of the
engine speed. During the injection-systemapplication-en-
gineering work on the engine, the transmission ratio is de-
finedso that on the one hand the amount of excess fuel
is not too high, and onthe other, the fuel requirements
can still be satisfied during WOT operation.Referred to the
crankshaft, transmission ratios of 1:2 and 2:3 are possible.
GENERAL FLA -15
FUNCTION constant. Similarly,the pressure variations resulting from
the pulsating fuel supply from thehigh-pressure pump are
The available rail volume is permanently filled with pres- compensated for.
surized fuel. Thecompressibility of the fuel resulting from
the high pressure is utilised toachieve the accumulator
effect. When fuel leaves the rail for injection, thepres-
sure in the high-pressure accumulator remains practically

[Fig. 10]

•5

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High-pressure accumulator (rail)

1. Rail 4. Return from the rail to the fuel tank

2. Inlet from the high-pressure pump 5. Line to the injector
3. Rail-pressure sensor

EFHB211A

RAIL-PRESSURE SENSOR DESIGN AND CONSTRUCTION

ASSIGNMENT The rail-pressure sensor (Fig. 12) comprises the following

components :
In order to output a voltage signal to the ECU which cor-
responds to the appliedpressure, the rail-pressure sensor
An integrated sensor element welded to the pressure
must measure the instantaneous pressurein the rail :
fitting,
With adequate accuracy, and A printed-circuit board (pcb) with electrical evaluation
As quickly as possible circuit, and
A sensor housing with electrical plug-in connection.

The fuel flows to the rail-pressure sensor through an open-

ing in the rail,the end of which is sealed off by the sen-
sor diaphragm. Pressurized fuel reachesthe sensor's di-
aphragm through a blind hole. The sensor element (semi-
conductordevice) for converting the pressure to an electric
signal is mounted on thisdiaphragm. The signal generated
by the sensor is inputted to an evaluationcircuit which am-
plifies the measuring signal and sends it to the ECU.
FLA -16 FUEL SYSTEM

FUNCTION

The rail-pressure sensor (Fig. 12) operates as follows :

[Fig. 12]
When the diaphragm'sshape changes, the electrical resis-
tance of the layers attached to the diaphragmalso change. Rail-pressure sensor (schematic)
The change in shape (approx. 1 mm at 1500bar) which 1. Electric connections
results fromthe buildup of system pressure, changes the 2. Evaluation circuit
electrical resistance and causesa voltage change across 3. Diaphragm with sensor
the 5V resistance bridge. This voltage change is inthe element
range 0 ... 70mV (depending upon the applied pressure) 4. High-pressure connection
and is amplifiedby the evaluation circuit to 0.5 ... 4.5V. 5. Mounting thread
The precise measurement of railpressure is imperative for
correct system functioning. This is one of thereasons for
the very tight tolerances which apply to the rail-pressure ......,...,......_3
sensorduring pressure measurement. In the main operat-
..-+---4
ing range, the measuring accuracyis approx. ± 2% of full-
scale reading. If the rail-pressure sensor shouldfail, the 1"·>------- 5
pressure-control valve is triggered "blind" using an emer-
gency (limp-home)function and fixed values.

Pressure limiter valve

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ASSIGNMENT EFHB231A

The pressure limiter valve has the same job as an over-
pressure valve. In caseof excessive pressure, the pres-
sure limiter valve limits the rail pressureby opening an es-
cape passage. The pressure limiter permits a short-time
maximumrail pressure of 1500 bar.
DESIGN AND CONSTRUCTION
The pressure-limiter valve is a mechanical device compris-
ing the followingcomponents :
Housing with external thread for screwing to the rail,
A connection to the fuel-tank return line,
A movable plunger, and
A spring.
Injectors
ASSIGNMENT
The start of injection and the injected fuel quantity are
adjusted by electricallytriggered injectors. These injec-
tors supersede the nozzle-and-holder assembly(nozzle
and nozzle-holder). Similar to the already existing
nozzle-holderassemblies in direct-injection (DI) diesel
engines, clamps are preferablyused for installing the in-
jectors in the cylinder head. This means that theCommon
Rail injectors can be installed in already existing Dl diesel
engineswithout major modifications to the cylinder head.
DESIGN AND CONSTRUCTION

The injector (Fig. 16) can be sub-divided into a number of

At the connection end to the rail, the housing is provided
with a passagewhich is closed by the cone-shaped end of
the plunger coming up against thesealing seat inside the
housing. At normal operating pressures (up to 1350bar),a
spring forces the plunger against the seat and the rail re-
mains closed.As soon as the maximum system pressure
is exceeded, the plunger is forcedup by the rail pressure
against the force of the spring. The fuel under highpres-
sure can now escape, whereby it flows through passages
into the plunger'sinterior from where it is led through a col-
lector line back to the fuel tank. When the valve opens. fuel
leaves the rail so that the rail pressure drops.
function blocks:
The hole-type nozzle,
The hydraulic servo-system, and
The solenoid valve.
Referring to Fig. 16, fuel is fed from the high-pressure con-
nection, to thenozzle through the passage, and to the con-
trol chamber through the feed orifice. The control chamber
is connected to the fuel return via a bleed orifice whichis
opened by the solenoid valve.
With the bleed orifice closed, the hydraulic force applied to
the valve control plunger exceeds that at the nozzle-needle
pressure shoulder. As a result,the needle is forced into
its seat and seals off the high-pressure passagefrom the
combustion chamber.
GENERAL
When the injector's solenoid valve is triggered, the bleed
orifice is opened.This leads to a drop in control-cham-
ber pressure and, as a result, the hydraulicpressure on
the plunger also drops. As soon as the hydraulic force
drops belowthe force on the nozzle-needle pressure shoul-
der, the nozzle needle opensand fuel is injected through
the spray holes into the combustion chamber. This indirect
control of the nozzle needle using a hydraulic force-am-
plificationsystem is applied because the forces which are
necessary for opening the needlevery quickly cannot be di-
rectly generated by the solenoid valve. The so-calledcon-
trol quantity needed for opening the nozzle needle is in ad-
dition to thefuel quantity which is actually injected, and it is
led back to the fuel-returnline via the control chamber's ori-
fices. <ptxt>ln addition to the control quantity, fuel is also
lost at the nozzle-needleand valve-plunger guides. These
control and leak-off fuel quantities are returnedto the fuel
tank via the fuel return and the collector line to which over-
flowvalve, high-pressure pump, and pressure-control valve
and also connected.
METHOD OF OPERATION
The injector's operation can be subdivided into four oper-
ating states withthe engine running and the high-pressure
pump generating pressure :
Injector closed (with high pressure applied),
Injector opens (start of injection),
Injector opened fully, and
Injector closes (end of injection).
These operating states result from the distribution of the
forcesapplied to the injector's components. With the en-
gine at standstill and nopressure in the rail, the nozzle
spring closes the injector.
INJECTOR CLOSED (AT-REST STATUS)
In the at-rest state, the solenoid valve is not energized and
is thereforeclosed (Fig. 16a). With the bleed orifice closed,
the valve spring forcesthe armature's ball onto the bleed-
orifice seat. The rail's high pressurebuilds up in the valve
control chamber, and the same pressure is also presentin
the nozzle's chamber volume. The rail pressure applied at
the control plunger' send face, together with the force of the
nozzle spring, maintain the nozzlein the closed position
against the opening forces applied to its pressurestage.
FLA -17
INJECTOR OPENS (START OF INJECTION)
The injector is in its at-rest position. The solenoid valve
is energized withthe pickup current which serves to en-
sure that it opens quickly (Fig. 16b).The force exerted by
the triggered solenoid now exceeds that of the valvespring
and the armature opens the bleed orifice. Almost im-
mediately, the high-levelpick-up current is reduced to the
lower holding current required for the electromagnet.This
is possible due to the magnetic circuit's air gap now being
smaller.When the bleed orifice opens, fuel can flow from
the valve-control chamberinto the cavity situated above it,
and from there via the fuel return to thefuel tank, The bleed
orifice prevents complete pressure balance, and the pres-
surein the valve control chamber sinks as a result. This
leads to the pressurein the valve-control chamber being
lower than that in the nozzle's chambervolume which is
still at the same pressure level as the rail. The reduced-
pressure in the valve-control chamber causes a reduction
in the force exertedon the control plunger, the nozzle nee-
dle opens as a result, and injectionstarts.
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The nozzle needle's opening speed is determined by the
difference in theflow rate through the bleed and feed ori-
fices. The control plunger reachesits upper stop where it
remains supported by a cushion of fuel which is generat-
edby the flow of fuel between the bleed and feed orifices.
The injector nozzlehas now opened fully, and fuel is in-
jected into the combustion chamber ata pressure almost
equal to that in the fuel rail. Force distribution in theinjec-
tor is similar to that during the opening phases.
FLA -18 FUEL SYSTEM

[Fig. 16]
A

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u..~f----9

N;.---10

1.-+----11

Injector (schematic)

A. Injector closed (at-rest status) 6. Bleed orifice

B. Injector opened (injection) 7. Feed orifice
1. Fuel return 8. Valve control chamber
2. Electrical connection 9. Valve control plunger
3. Triggering element (solenoid valve) 10. Feed passage to the nozzle
4. Fuel inlet (high pressure) from the rail 11 . Nozzle needle
5. Valve ball

EFHB261A
GENERAL FLA -19

INJECTOR CLOSES (END OF INJECTION) SIGNAL GENERATION

As soon as the solenoid valve is no longer triggered, the
valve spring forcesthe armature downwards and the ball
closes the bleed orifice. The armatureis a 2-piece design.
Here, although the armature plate is guided by a driver-
shoulder in its downward movement, it can "overspring"
with the return springso that it exerts no downwards-act-
ing forces on the armature and the ball. The closing of the
bleed orifice leads to pressure buildup in the controlcham-
ber via the input from the feed orifice. This pressure is the
same asthat in the rail and exerts an increased force on the
control plunger throughits end face. This force, together
with that of the spring, now exceeds theforce exerted by
the chamber volume and the nozzle needle closes. The
nozzleneedle's closing speed is determined by the flow
through the feed orifice.lnjection ceases as soon as the
nozzle needle comes up against its bottomstop again.
A 60-tooth ferromagnetic trigger wheel is attached to the
crankshaft. On theactually used trigger wheel 2 teeth are
missing. The large gap is allocatedto a defined crankshaft
position for cylinder 1. The crankshaft-speed sensorreg-
isters the trigger wheel's tooth sequence. It comprises a
permanent magnetand a soft-iron core with a copper wind-
ing (Fig. 1). The magnetic flux inthe sensor changes as
the teeth and gaps pass by, and a sinusoidal AC voltageis
generated the amplitude of which increases sharply in re-
sponse to higherengine (crankshaft) speeds. Adequate
amplitude is already available from speedsas low as 50
min-1.
[Fig. 1]

SYSTEM CONTROL USING EDC Crankshaft-speed sensor

1. Permanent magnet 4. Shoft-iron core
SYSTEM BLOCKS 2. Housing 5. Winding

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3. Engine crankcase 6. Trigger wheel
The Electronic Diesel Control (EDC) for Common Rail
comprises three majorsystem blocks : 2 3

1. Sensors and setpoint generators for registration of the

operating conditionsand the desired values. These
convert a variety of physical parameters intoelectrical
signals.
2. The ECU for generating the electrical output signals
by processing the informationusing specified arith-
metic operations (control algorithms)
3. Actuators to convert the ECU's electrical output sig-
nals into mechanical parameters.

SENSOR (FIG.12)

CRANKSHAFT-SPEED SENSOR
EFHB301A
Crankshaft-speed sensorThe piston position in the com-
bustion chamber is decisive in definingthe start of injection.
All the engine's pistons are connected to the crankshaftby
connecting rods (conrods). A sensor on the crankshaft
can therefore provideinformation on the position of all the
pistons. The rotational speed definesthe number of crank-
shaft rotations per minute. This important input variableis
calculated in the ECU using the signal from the inductive
crankshaft -speedsensor.
FLA -20 FUEL SYSTEM

[Fig. 12]

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22 23 24 25 26 27 28 29

System overview of a Common Rail injection system and a variety of system components
1. High-pressure pump 16. Intake-air temperature sensor
2. Fuel filter 17. Boost-pressure sensor (BPS)
3. Fuel tank with preliminary filter and 18. Air-mass meter
presupply pump 19. Turbocharger
4. ECU 20. EGR positioner
5. Glow control unit 21. Instrument panel with display for fuel
6. Battery consumption, engine speed etc.
7. High-pressure accumulator (rail) 22. Accelerator-pedal sensor
8. Rail-pressure sensor 23. Brake contacts
9. Pressure limiter valve 24. Clutch switch
10. Fuel-temperature sensor 25. Road-speed sensor
11. Injector 26. Operator unit for vehicle-speed controller
12. Sheathed-element glow plug 27. Air-conditioner compressor
13. Coolant-temperature sensor 28. Air-conditioner operator unit
14. Crankshaft sensor 29. Diagnosis display with connection for
15. Camshaft sensor diagnostic unit

EFHB411A
GENERAL
CAMSHAFT-SPEED SENSOR
The camshaft controls the engine's intake and exhaust
valves. It turns athalf the speed of the crankshaft. When
a piston travels in the directionsof TDC, the camshaft po-
sition determines whether it is in the compressionphase
with subsequent ignition, or in the exhaust phase. The in-
formationcannot be generated from the crankshaft position
during the starting phase. During normal engine operation
on the other hand, the information generatedby the crank-
shaft sensor suffices to define the engine status. In other
words,this means that if the camshaft sensor should fail
while the vehicle is beingdriven, the ECU still receives in-
formation on the engine status from the crankshaftsensor.
The camshaft sensor utilises the Hall effect when estab-
lishing the camshaftposition. A tooth of ferromagnetic
material is attached to the camshaft androtates with it.
When this tooth passes the semiconductor wafers of the
camshaftsensor, its magnetic field diverts the electrons in
the semiconductor wafersat right angles to the direction
of the current flowing through the wafers.This results in
a brief voltage signal (Hall voltage) which informs the
ECUthat cylinder 1 has just entered the compression
phase.
[Fig. 3]
Coolant-temperature sensor (schematic)
1. Electrical connections
2. Housing
3. NTC resistor
EFHB321A
FLA -21
TEMPERATURE SENSORS
Temperature sensors are installed at a number of different
points:
In the coolant circuit, to establish engine temperature
by way of the coolanttemperature (Fig. 3),
In the intake manifold to measure the temperature of
the intake air,
In the engine lube oil to measure the oil temperature
(optional), and
In the fuel-return line to measure the fuel temperature
(optional).
The sensors are equipped with a temperature-dependent
resistor with a negativetemperature coefficient (NTC)
which is part of a voltage-divider circuit acrosswhich 5V
are applied.
The voltage drop across the resistor is inputted into the
ECU through an analog-to-digitalconverter (ADC) and is
a measure for the temperature. A characteristic curveis
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stored in the ECU microcomputer which defines the tem-
perature as a functionof the given voltage value (Fig. 4).
HOT-FILM AIR-MASS METER
Particularly during dynamic operation, precise compliance
with the correctA/F ratio is imperative in order to comply
with the exhaust-gas limits asstipulated by law. This ne-
cessitates the use of sensors which precisely registerthe
air-mass flow actually being drawn in by the engine at a
particular moment.This load sensor's measuring accuracy
must be completely independent of pulsation,reverse flow,
EGA, variable camshaft control, and changes in the in-
take-airtemperature.
[Fig. 4]
Characteristic curve of a temperature sensor (NTC)
nr-------------,
CD
i
"iii
CD
a:
·c
Temperature ---+
EFHB322A
FLA -22
A hot-film air-mass meter was selected as being most suit-
able for complyingwith the above stipulations. The hot-film
principle is based on the transferof heat from a heated sen-
sor element to the air-mass flow (Fig. 5). A micromechani-
calmeasuring system is utilised which permits registration
of the air-mass flowand detection of flow direction. Re-
verse flows are also detected in case ofstrongly pulsating
air flow.
The micromechanical sensor element is located in the
plug-in sensor's flowpassage (Fig. 5,). The plug-in sensor
can be installed in the air filter orin a measuring tube in
the engine's air intake duct.
[Fig. 5]
Hot-film air-mass meter (schematic)
1. Electrical connections 4. Air inlet
2. Internal connections 5. Sensor element
3. Evaluation electronics 6. Air outlet
(hybrid circuit) 7. Housing
EFHB331A
There are a variety of different-sized measuring tubes
available, dependingupon the maximum air throughput
reqauired by the engine. The signal voltagecurve, as a
function of the air mass flow, rs divided into signal ranges
forforward flow and reverse flow. In order to increase
measuring accuracy, themeasuring signal is referred to a
reference voltage outputted by the enginemanagement.
The characteristic curve has been designed so that during
diagnosisin the workshop and open circuit conductor,
for instance, can be detectedwith the help of the engine
management.
A temperature sensor can be incorporated for measuring
the intake-air temperature.
FUEL SYSTEM
ACCELERATOR-PEDAL SENSOR
In contrast to conventional distributor and in-line injection
pumps, withEDC the driver's acceleration input is no
longer transmitted to the injectionpump by Bowden cable
or mechanical linkage, but is registered by an accelera-
tor-pedalsensor and transmitted to the ECU (this is also
known as drive-by wire). Avoltage is generated across
the potentiometer in the accelerator-pedal sensoras a
function of the accelerator-pedal setting. Using a pro-
grammed characteristiccurve, the pedal's position is then
calculated from this voltage.
ECU
ASSIGNMENT AND METHOD OF OPERATION
The ECU evaluates the signals it receives from the exter-
nal sensors and limitsthem to the permissible voltage level.
From this input data, and from stored characteristic maps,
the ECU microprocessorscalculate the injection times and
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the instants of injections, and convertthese times to sig-
nal characteristics which are adapted to the movements
ofthe engine pistons and crankshaft. The specified ac-
curacy and the engine'shigh dynamic response demands
high levels of computing power.
The output signals from the ECU microprocessors are
used to trigger driverstages which provide adequate
power for switching the actuators rail-pressuresurecontrol
and element switch-off. In addition, actuators for engtne
functionare triggered (e.g. EGR actuator, and the relay
for the electric fuel pump),as well as those for further
auxiliary functions such as blower relay, auxilary-heater-
relays, glow relay, air-conditioner). The driver stages are
proof againstshort-circuit and destruction due to brief
electrical overloading. Errorsof this type, and open-circuit
or unplugged lines, are reported to the microproces-
sor.Diagnosis functions in the injector driver stages detect
faulty signal characteristics,and in addition a number of
the output signals are transferred via interfacesfor use in
other systems in the vehicle. And within the framework of
a specialsafety concept, the ECU monitors the complete
fuel-injection system.
Injector triggering places particularly heavy demands on
the driver stages. In the injector, the current from the driver
stage generates a magnetic forcein the triggering element
which is applied to the injector's high-pressuresystem.
In order to ensure very tight tolerances, and high repro-
ducibilityof the injected fuel quantity, this coil must be
triggered with steep currentflanks. This necessitates high
voltages being made available in the ECU
A current control circuit divides the energisation time (in-
jectiontime) into a pickup-current phase and a hold phase.
It must operate so accuratelythat the injector guarantees
reproducible injection under all operating conditions. In ad-
dition, it must reduce the power loss in the ECU and the
injectors.
GENERAL FLA -23

OPERATING CONDITIONS START QUANTITY

High demands are made upon the ECU regarding
The surrounding (ambient) temperatures (in normal
cases from -40 ... +85°C),
The resistance to fuels and lubricants etc.,
The resistance to humidity, and
Mechanical loading.
Very high demands are also made upon electromagnetic
compatibility (EMC) andupon the radiation of HF interfer-
ence signals.
DESIGN AND CONSTRUCTION
The ECU has a metal housing. The sensors, the actua-
tors, and power supplyare connected to the ECU through
a multi-pole plug-in connector. The powercomponents
which directly trigger the actuators are integrated in the
ECUin such a manner that they can efficiently dissi-
pate their heat to the ECUhousing. Both sealed and
For starting, the injected fuel quantity is calculated as a
function of temperatureand cranking speed. The start
quantity is injected from the moment the startingswitch
is turned to "Start" (Fig. 6, Pos. A) until the engine
has reacheda given minimum speed. The driver has no
influence upon the start quantity.
DRIVE MODE
When the vehicle is being driven normally (Fig. 6, stat-
ing switch in Pos.B), the injected fuel quantity is calculated
from the accelerator-pedal setting(accelerator-pedal sen-
sor) and the engine speed. Calculation utilises thedriving
map so that the driver input and the engine O.P power are
optimallymatches to each other.

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non-sealed versions of the ECU are available.

OPERATING-STATE CONTROL

In order that the engine operates with optimum combus-

tion in every operatingstate, the ECU in each case calcu-
lates the appropriate injected fuel quantity.ln the process,
a number of parameters must be taken into account (Fig.
6).
FLA -24 FUEL SYSTEM

[Fig. 6]

Calculation in the ECU of the injected fuel quantity

Starting-switch position A : Start

Starting-switch position B : Drive mode

Driver input Inputs from other system

Cruise Control
(accelerator-pedal sensor) (e.g. ABS, TCS, MSR)
CAN

~ ~
Selection of the maximum External intervention Selection of the minimum
injected fuel quantity 1---- in injected quantity I-- injected fuel quantity

I
~
Idle controller Active surge damper Injected fuel-quantity limit

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+
At IB
Start quantity Smooth-running regulator
Switch ( Start-up

t
•
Fuel-qantity metering 1--- Rail pressure Rail-pressure control

Triggering of the
Injector triggering pressure-control valve

EFH8351A

IDLE-SPEED CONTROL the desired idle speed andthe control characteristic are in-
fluenced by the selected gear and by theengine temper-
At idle, fuel consumption depends for the most part on en- ature (coolant-temperature sensor). In addition to the ex-
gine efficiency andidle speed. Since a considerable por- ternalload moments must also be taken into account and
tion of a vehicle's fuel consumption indense traffic condi- compensated for by the idle-speedcontrol. These change
tions is attributable to this operating state, it is obviousthat minimally but steadily throughout the vehicle's servicelife,
idle speed must be kept to a minimum. The idle speed as well as being highly dependent upon temperature.
though, must beset so that no matter what the operating
conditions, it does not drop so farunder load that the en-
gine runs roughly or even stops. This applies for instance-
when the vehicle electrical system is loaded, when the
air-conditioner isswitched on, when a gear is engaged on
an automatic transmission, or whenthe power steering is
in operation. In order to regulate to the desired idlespeed,
the idle controller varies the injected fuel quantity until the
actualengine speed equals the desired idle speed. Here,
GENERAL FLA -25

SMOOTH-RUNNING CONTROL ACTIVE SURGE-DAMPING CONTROL

Due to mechanical tolerance and ageing, there are differ-
ences in the torquesgenerated by the engine's individual
cylinders. This leads to rough or irregularrunning, par-
ticularly at idle. The smooth-running (cylinder-balancing)
controlmeasures the engine-speed changes every time a
cylinder has "fired" and comparesthem with each other.
The injected fuel quantity of reach cylinder is thenadjusted
in accordance with the measured differences in engine
speed betweenthe individual cylinders, so that each cylin-
der makes the same contributionto the torque generated
by the engine. The smooth-running control is onlyopera-
tive in the lower engine-speed range.
VEHICLE-SPEED CONTROLLER
The vehicle-speed controller (Cruise Control) comes into
operationwhen the vehicle is to be driven at a constant
speed. It controls the vehiclespeed to that inputted by the
driver at the operator unit in the instrumentpanel. The in-
When the accelerator pedal is abruptly depressed or re-
leased, this causesthe injected fuel quantity to change
rapidly with the result that there isalso a rapid change in
the torque developed by the engine. These abrupt load-
changes lead to the resilient engine mountings and the
drivertrain generatingbucking oscillations which result in
fluctuations of engine speed (Fig. 7).
[Fig. 7]
Active surge damper
1. Sudden accelerator-pedal movement (driver input)
2. Engine-speed curve without active surge-damping
control
3. With active surge-damping control

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jected fuel quantity is increased or reduced until the ac-
tualspeed equals the set speed. While the Cruise Con-
trol is in operation, thecontrol process is interrupted if the
driver depresses the clutch, or appliesthe brakes. If the
l
""C
Q)
Q)
a.
accelerator pedal is pressed, the vehicle can be acceler- "'
Q)
atedbeyond the speed which has been set with the Cruise c
·c;,
Control. As soon as theaccelerator pedal is released, the c
w
Cruise Control regulates the speed backdown again to the
previous set speed. Similarly, if the Cruise Control has-
been switched off, the driver only needs to press the reac-
Time~
tivate key in orderto again select the last speed which had
been set.

CONTROLLING THE INJECTED FUEL QUANTITY EFHB361A

LIMIT
The active surge-damper reduces these periodic speed
There are a number of reasons why the fuel quantity de-
fluctuations by varyingthe injected fuel quantity at the
sired by driver (orthe maximum physically possible quan-
same frequency as the periodic speed fluctuations:
tity) must not be injected.
Less fuel is injected when the speed increases, and more
These include: when it decreases. This effectively damps the surge move-
Excessive pollutant emissions, ments.
Excessive soot emissions,
Mechanical overloading due to excessive torque or
engine speed, or
Thermal overload as a result of excessive coolant,
lube-oil, or turbochargertemperature.

The limit for the injected fuel quantity is formed from anum-
ber of inputvariables, for instance intake air mass, engine
speed, and coolant temperature.
FLA -26 FUEL SYSTEM

ENGINE SWITCH OFF Common Rail system in order to achieveefficient start of

The diesel engine operates according to the "auto-igni-
tion" principle. Thismeans that it can only be switched off
by interupting its supply of fuel.ln the case of the ''Elec-
tronic Diesel Control (EDC)", the engine is switchedoff by
ECU stipulating "injected fuel quantity zero". The system
also featuresa number of additional (redundant) switch-off
paths.
ACTUATORS (FIG. 8)
injection and precise injected fuel quantity. At the startof
injection, a high pickup current is applied to the injector so
that thesolenoid valve opens quickly. As soon as the noz-
zle needle has travelled itscomplete stroke, and the nozzle
has opened completely, the energizing currentis reduced
to a lower holding value. The injected fuel quantity is now
definedby the injector opening time and the rail pressure.
Injection is terminatedwhen the solenoid valve is no longer
triggered and closes as a result.

INJECTOR

Special injectors with hydraulic servo system and electri-

cal triggering element(solenoid valve) are used with the

[Fig. 8]

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High-pressure pump (schematic, longitudinal section)

1. Glow control unit 5. Glow plug

2. ECU 6. Injector
3. Instrument panel with displays for fuel 7. EGR positioner
consumption, engine speed etc. 8. Turbocharger
4. Battery

EFHB371A
GENERAL FLA -27

INTEGRATED DIAGNOSIS ERROR PROCEDURE

SENSOR MONITORING If a sensor's permitted output-signal range is violated, a

switch is madeto a substitute value. This procedure is ap-
For sensor monitoring, the integrated diagnosis facility plied for the following input signals:
checks whether theyare being supplied with power, and
whether their 0/P signals are plausible(within the per- Battery voltage,
mitted range, e.g. temperature between -40 und 150°C). Coolant, air, and lube-oil temperature,
Wherepossible, the redundancy principle is applied for Charge-air pressure,
important signals. Thatis, in case of malfunction a switch Atmospheric pressure and intake-air quantity.
is made to another similar signal.
In addition, in case of non-plausible signals from the ac-
MONITORING MODULE
celerator-pedal sensorand/or the brakes, a substitute ac-
In addition to the microcontroller, the ECU also incorpo- celerator-pedal sensor signal is applied.
rates a monitoringmodule. The ECU and the monitoring
module monitor each other. If a malfunctionis detected,
either of them can switch off the injection independent of
theother.

MALFUNCTION DETECTION

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Malfunction detection is only possible within the monitor-
ing range of a givensensor. A signal path is classified as
faulty when an error is present forlonger than a predefined
period. In such cases, the error is stored in theECU's
error memory together with details of the environmental
conditions whichprevailed when the error/malfunction oc-
curred (e.g. coolant temperature, enginespeed etc.). For
a large number of errors/malfunctions, it is possible forthe
"OK again" status to be established. Here, the signal path
must be identifiedas intact for a defined period of time.
FLA -28 FUEL SYSTEM

[Fig. 12]

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22 23 24 25 26

System overview of a Common Rail injection system and a variety of system components
1. High-pressure pump 16. Intake-air temperature sensor
2. Fuel filter 17. Boost-pressure sensor (BPS)
3. Fuel tank with preliminary filter and 18. Air-mass meter
presupply pump 19. Turbocharger
4. ECU 20. EGR positioner
5. Glow control unit 21. Instrument panel with display for fuel
6. Battery consumption, engine speed etc.
7. High-pressure accumulator (rail) 22. Accelerator-pedal sensor
8. Rail-pressure sensor 23. Brake contacts
9. Pressure limiter valve 24. Clutch switch
10. Fuel-temperature sensor 25. Road-speed sensor
11. Injector 26. Operator unit for vehicle-speed controller
12. Sheathed-element glow plug 27. Air-conditioner compressor
13. Coolant-temperature sensor 28. Air-conditioner operator unit
14. Crankshaft sensor 29. Diagnosis display with connection for
15. Camshaft sensor diagnostic unit

EFHB411A
GENERAL
ELECTRONIC DIESEL CONTROL - EDC
TECHNICAL REQUIREMENTS
The reduction of fuel consumption along with an increase
in poweroutput or torque, are the decisive factors behind
present-day developmentsin the diesel fuel-injection
field. In the past years this has led to an increasein the
use of direct-injection (DI) diesel engines. Compared to
prechamberor whirl-chamber engines, the so-called indi-
rect-injection (IDI) engines, the Dl engine operates with far
higher injection pressures. This leads toimproved mixture
formation, and fuel combustion is more complete. In the
Dlengine, the improved mixture formation and the fact that
there are no overflowlosses between prechamber/whirl
chamber and the main combustion chamber resultsin a
fuel-consumption reduction of 10... 15% compared to the
IDI engine. lnaddition, modern-day engines are subject
to more severe requirements withregard to exhaust-gas
and noise emissions.
This has led to higher demands being made on the injec-
tion system and itscontrol :
High injection pressures,
Structured rate-of-discharge curve,
Variable start of injection,
Pilot injection,
Adaptation of injected fuel quantity, boost pressure,
and injected fuel quantityto the given operating state,
Temperature-dependent start quantity,
Load-independent idle-speed control,
Cruise control,
Closed-loop-controlled exhaust-gas recirculation
(EGR), and
Reduced tolerances and higher accuracy throughout
the vehicle's useful life.
Conventional mechanical (flyweight) governors use a
number of add-on devicesto register the various operating
conditions, and ensure that mixture formationis of high
quality. Such governors, though, are restricted to simple
open-loopcontrol operations at the engine, and there are
many important actuating variableswhich they cannot
register at all or not quickly enough.
FLA -29
SYSTEM OVERVIES
In the past years, the marked increase in the computing
power of the micro-controllersavailable on the market has
made it possible for the EDC (Electronic DieseiControl)
to comply with the above-named stipulations. In contrast
to diesel-enginedvehicles with conventional in-line or dis-
tributor injection pumps, the driverof an EDC controlled
vehicle has no direct influence, for instance throughthe
accelerator pedal and Bowden cable, upon the injected
fuel quantity. Onthe contrary, the injected fuel quantity
is defined by a variety of actuatingvariables, e.g. oper-
ating state driver input, pollutants emission, etc. Thisof
course means that an extensive safety concept must be
implemented thatdetects errors and malfunctions and, de-
pending upon their severity, initiatesappropriate counter-
measures (e.g. limitation of torque, or emergency (limp-
home)running in the idle-speed range) EDC also permits
the exchange of data withother electronic systems in the
vehicle (e.g. with the traction control system(TCS), and
with the electronic transmission-shift control). This means
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thatit can be integrated in the overall vehicle system.
EDC DATA PROCESSING
INPUT SIGNALS
Together with the actuators, the sensors represent the in-
terface between thevehicle and its data-processing unit
the ECU.
The signals from the sensors are passed to the ECU (or
to several ECU's) viaprotective circuitry and, where nec-
essary, via signal transducers and amplifiers( Fig. 1) :
Analog input signals (e.g. information from analog
sensors on the quantityof air drawn in by the engine,
engine and intake-air temperatures, batteryvoltage,
etc.) are converted to digital values by an ND con-
verter in theECU microprocessor.
Digital input signals (e.g. On/Off switching signals,
or digital sensor signalssuch as the rotational-speed
pulses from a Hall sensor) acan be processeddirectly
by the microprocessor.
In order to suppress interference pulses, the
pulse-shaped input signals frominductive sen-
sors which carry information on engine speed and
reference markare conditioned by a special circuit in
the ECU and converted to square-wavefrom.
Depending upon the level of integration, signal condition-
ing can take placecompletely or partially in the sensor. The
operating conditions encounteredat its installation point
determine the sensor's loading.
FLA -30 FUEL SYSTEM

[Fig. 1]

Signal processing in the ECU

Signal Micro- Driver

conditioning processor stages

,- - - - - - - - - ,
I I
I EPROM :
Digital
input signals ~--------~ ~ Actuators
,- - - - - - - - - ,
I I
I EEPROM I
I I

L--------~
,- - - - - - - - - .,
I I
I RAM I
I I

L--------~
I
Analog

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AID :
input signals I
---- J

1-------+---.... Diagnosis

Pulse-shaped --+-~
input signals

Interface to other
systems

EFHB431A

SIGNAL CONDITIONING
Protective circuitry is used to limit the incoming signals to a
maximum voltagelevel. The effective signal is freed almost
completely of superimposed interferencesignals by means
of filtering, and is then amplified to match it to the ECUinput
voltage.
SIGNAL PRESSING IN THE ECU
The ECU microprocessors (Fig. 1) mostly process the
input signals digitally,and therefore need a special pro-
gram. This is stored in a Read Only Memory(ROM or
Flash-EPROM).
In addition, engine-specific curves and engine-manage-
ment maps are storedin a Flash-EPROM. Immobilizer
data, calibration and manufacturing data, aswell as data
on errors/malfunctions which may have occurred during
operationare stored in a non-volatile read/write memory
(EEPROM).
Due to the large number of engine and equipment variants,
the ECU's are providedwith a so-called variant code. Us-
ing this code, a selection of the maps storedin the Flash-
EPROM takes place at the manufacturer or in the work-
shop, inorder to provide the specific functions required for
the vehicle variant inquestion. This selection is also stored
in the EEPROM.
Other ECU variants are designed so that complete data
sets can be programmedinto the Flash-EPROM at the end
of vehicle production. This reduces the numberof different
ECU types required by the vehicle manufacturer.
A volatile random access memory (RAM) is needed to
store variable data suchas calculations data and signal
values. In order to function correctly, theRAM requires a
permanent power supply. In other words, it loses its com-
pletedata stock when the ECU is switched off via the igni-
tion switch or when thevehicle battery is disconnected. In
such cases, the adaptation values (valueswhich have been
learnt regarding engine and operating conditions) would
GENERAL
haveto be re-established when the ECU is switched on
again. To prevent this, theadaptation values are stored in
an EEPROM and not in a RAM.
OUTPUT SIGNALS
With their output signals, the microprocessors trigger out-
put stages whichusually are powerful enough for direct
connection to the actuators. The triggeringof the individ-
ual actuators is dealt with in the particular system decrip-
tion.These output stages are proof against short-circuit to
ground or to batteryvoltage, as well as against destruc-
tion due to electrical overload. Such faultsare recognized
by the output stages and reported to the microprocessor.
Thisalso applies to conductor open-circuits. In addition, a
number of the outputsignals are transmitted through inter-
faces to other systems in the vehicle.
START-ASSIST SYSTEMS
Sin leakage and heat losses reduce the pressure and the
temperature of theA/F mixture at the end of the compres-
sion stroke, the diesel engine is moredifficult to start and
the mixture more difficult to ignite than it is when hot. These
facts make it particularly important that start-assist sys-
temsare used. The minimum starting temperature de-
pends upon the engine type. Pre-chamberand swirl-cham-
ber engines are equipped with a sheathed-element glow
plug inthe auxiliary combustion chamber which functions
as a "hot spot" On smalldirect-injection (DI) engines, this
"hot spot" is located on the combustionchamber's periph-
ery. Large Dl truck engines on the other hand have the
[Fig. 1]
1 2 3 4
Sheathed-element glow plug GSK2
1. Electrical connector terminal
2. Insulating washer
3. Double gasket
4. Terminal pin
5. Glow-plug shell
FLA -31
alternativeof using air preheating in the intake manifold
(flame start) or special, easilyignitable fuel (Start Pilot)
which is sprayed into the intake air. To day,the start-as-
sist systems use sheathed-element glow plugs practically
withoutexception.
SHEATHED-ELEMENT GLOW PLUG
The sheathed-element glow plug's tubular heating el-
ement is so firmly pressedinto the glow-plug shell that
a gas-tight seal is formed. The element is ametal tube
which is resistant to both corrosion and hot gases, and
which containsa heater (glow) element embedded in
magnesium-oxide powder (Fig. 1). Thisheater element
comprises two series-connected resistors: the heater
filamentin the glow-tube tip, and the control filament.
Whereas the heater filamentmaintains virtually constant
electrical resistance regardless of temperature, the control
filament is made of material with a positive tempera-
ture coefficient(PTC). On newer-generation glow plugs
(GSK2), its resistance increases evenmore rapidly with
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rising temperature than was the case with the conven-
tionaiS-RSK glow plug. This means that the newer GSK2
glow plugs are characterizedby reaching the temperature
needed for ignition far more quickly (850°C in4s). They
also feature a lower steady-state temperature (Fig. 2)
which meansthat the glow plug's temperature is limited to
a non-critical level. The resultis that the GSK2 glow plug
can remain on for up to 3 minutes following enginestart.
This post-glow feature improves both the warm-up and
run-up phaseswith considerable improvements in noise
and exhaust-gas emissions.
5 6 7 8 9
6. Heater seal
7. Heater and control filament
8. Glowtube
9. Filling power
EFHB481A
FLA -32 FUEL SYSTEM

FUNCTIONAL SEQUENCE

[Fig. 2] The diesel engine's glow plug and starter switch, which
controls the preheatand starting sequence, functions in a
Sheathed-element glow plugs: similar manner to the ignition and startingswitch on the
Temperature-time diagram spark-ignition (SI) engine. Switching to the "ignition on"
1. S-RSK positionstarts the preheating process and the glow-plug
2. GSK2
indicator lamp lights up.This extinguishes to indicate that
·c.--------------, the glow plugs are hot enough for the engineto start, and
cranking can begin. In the following starting phase, the
1150 dropletsof injected fuel ignite in the hot, compressed air.
The heat released asa result leads to the initiation of the
E 1050
::J 2 combustion process (Fig. 3). In thewarm-up phase follow-
1'1
Q) ing a successful start, post-heating contributes to faultles-
0.. 950
E sengine running (no misfiring) and therefore to practically
~ smokeless enginerun-up and idle. At the same time, when
850
the engine is cold, preheating reducescombustion noise.
750 A glow-plug safety switchoff prevents battery dischargein
case the engine cannot be started. The glow-control relay
650
0 10 20 30 40 so s can be coupledto the ECU of the Electronic Diesel Control
(EDC) so that information availablein the EDC control unit

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Time t
can be applied for optimum control of the glow plugs in ac-
cordance with the particular operating conditions. This is
yet anotherpossibility for reducing the levels of blue smoke
EFHB491A
and noise.
FLAME GLOW PLUG

The flame glow plug burns fuel to heat the intake air.
Normally, the injectionsystem's supply pump delivers fuel [Fig. 3]
to the flame plug through a solenoid valve.The flame
Typical preheating sequence
plugs's connection fitting is provided with a filter, and a
meteringdevice which permits passage of precisely the 1. Glow-plug and starter switch
2. Starter
correct amount of fuel appropriateto the particular engine. 3. Glow-plug indicator lamp
This fuel then evaporates in an evaporator tubesurround- 4. Load switch
ing the tubular heating element and mixes with the intake 5. Glow plugs
air. Theresulting mixture ignites on the 1ooooc heating 6. Self-sustained engine operation, tv Pre-heating time,
element at the flame-plugtip. ts Ready to start, IN Post-heating time

GLOW CONTROL UNIT

For triggering the glow plugs, glow control unit (GZS) is 2----~

provided with apower relay and a number of electronic

3-L==~--~----------
switching blocks. These, for instance,control the glow du-
ration of the glow plugs, or have safety and monitoring- 4--------------~~~------
functions. Using their diagnosis functions, more sophisti-
cated glow controlunits are also able to recognise the fail- 5
6
ure of individual glow plugs andinform the driver accord- Timet~
ingly. Multiple plugs are used as the control inputsto the
ECU. In order to avoid voltage drops, the power supply to
the glowplugs is through suitable threaded pins or plugs.
EFHB492A
GENERAL FLA -33

INSPECTION CHART FOR DIAGNOSTIC TROUBLE

CODES

DTC NO. DESCRIPTION SEE PAGE

P0100 Mass or Volume Air Flow Circuit FLA-49
P0101 Mass or Volume Air Flow Circuit Range I Performance Problem FLA-49
P0102 Mass or Volume Air Flow Circuit Low Input FLA-49
P0103 Mass or Volume Air Flow Circuit High Input FLA-49
P0107 Atmospheric Pressure Circuit Low Input FLA-55
P0108 Atmospheric Pressure Circuit High Input FLA-55
P0112 Intake Air Temperature Circuit Low Input FLA-56
P0113 Intake Air Temperature Circuit High Input FLA-56
P0116 Engine Coolant Temperature Circuit Range I Performance FLA--61
P0117 Engine Coolant Temperature Circuit Low Input FLA--61
P0118 Engine Coolant Temperature Circuit High Input FLA--61

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P0120 Accelerator Position Sensor 1 Circuit FLA--67
P0123 Accelerator Position Sensor 1 Circuit High Input FLA--67
P0182 Fuel Temp Sensor A Circuit Low Input FLA-72
P0183 Fuel Temp Sensor A Circuit High Input FLA-72
P0190 Fuel Rail Pressure Sensor Circuit FLA-77
P0191 Fuel Rail Pressure Sensor Circuit Range/Performance FLA-77
P0192 Fuel Rail Pressure Sensor Circuit Low Input FLA-77
P0193 Fuel Rail Pressure Sensor Circuit High Input FLA-77
P0220 Accelerator Position Sensor 2 Circuit FLA-82
P0221 Accelerator Position Sensor 2 Circuit Range/Performance Problem FLA-82
P0223 Accelerator Position 2 Circuit High Input FLA-82
P0231 Electric Fuel Pump Circuit Low FLA-87
P0232 Electric Fuel Pump Circuit High FLA-87
P0261 Cylinder 1 - Injector Circuit Low(Over Current Low Side) FLA-91
P0262 Cylinder 1 - Injector Circuit High(Over Current High Side) FLA-91
P0263 Cylinder 1 - Injector Circuit Balance(Load Drop is Detected) FLA-91
P0264 Cylinder 2 - Injector Circuit Low(Over Current Low Side) FLA-95
P0265 Cylinder 2 - Injector Circuit High(Over Current High Side) FLA-95
P0266 Cylinder 2 - Injector Circuit Balance(Load Drop is Detected) FLA-95
P0267 Cylinder 3 - Injector Circuit Low(Over Current Low Side) FLA-99
P0268 Cylinder 3 - Injector Circuit High(Over Current High Side) FLA-99
P0269 Cylinder 3 - Injector Circuit Balance(Load Drop is Detected) FLA-99
P0270 Cylinder 4 - Injector Circuit Low(Over Current Low Side) FLA-103
P0271 Cylinder 4 - Injector Circuit High(Over Current High Side) FLA-103
P0272 Cylinder 4 - Injector Circuit Balance(Load Drop is Detected) FLA-103
P0336 Crankshaft Position Sensor A Circuit Range/Performance FLA-107
FLA -34 FUEL SYSTEM

DTC NO. DESCRIPTION SEE PAGE

P0341 Camshaft Position Sensor A Circuit Range/Performance(Single Sensor) FLA-107
P0343 Camshaft Position Sensor A Circuit High Input FLA-107
P0401 Exhaust Gas Recirculation Flow lnsufficent Detected FLA-114
P0402 Exhaust Gas Recirculation Flow Excessive Detected FLA-114
P0405 Exhaust Gas Recirculation Flow A Circuit Low FLA-114
P0406 Exhaust Gas Recirculation Sensor A Circuit High FLA-114
P0501 Vehicle Speed Sensor Range I Performance FLA-120
P0503 Vehicle Speed Sensor Intermittent/High FLA-120
P0562 System Voltage Low FLA-124
P0563 System Voltage High FLA-124
P0601 Internal Control Module Memory Check Sum Error FLA-126
P0602 Control Module Programming Error FLA-126
P0603 Internal Control Module Keep Alive Memory Error FLA-126

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P0703 Stop Lamp(Brake) Switch Malfunction FLA-127
P0704 Clutch Pedal S/W Malfunction FLA-131
P1182 Fuel Pressure Regulator Short FLA-134
P1183 Fuel Pressure Regulator Open FLA-134
P1184 Fuel Pressure Regulator Power Stage Error FLA-134
P1185 Maximum Pressure Exceeded FLA-138
P1186 Minimum Pressure at Engine Speed Too Low FLA-138
P1187 Regulator Valve Stick FLA-138
P1188 Leakage FLA-138
P1189 Governor Deviation at Engine Speed Too high FLA-138
P1300 Synchronization Error (CKP/CMP plausibility} FLA-107
P1321 Glow Indicator Lamp Short FLA-142
P1322 Glow Indicator Lamp Open FLA-142
P1326 Glow Plug Relay Short FLA-145
P1327 Glow Plug Relay Open FLA-145
P1522 Sensor Supply Voltage 1 Below Lower Limit FLA-149
P1523 Sensor Supply Voltage 1 Above Upper Limit FLA-149
P1524 Sensor Supply Voltage 2 Below Lower Limit FLA-151
P1525 Sensor Supply Voltage 2 Above Upper Limit FLA-151
P1616 Main Relay Malfunction FLA-153
P1620 A/Con Camp. Relay Short FLA-156
P1621 A/Con Camp. Relay Open FLA-156
P1624 Radiator Cooling Fan Circuit Malfunction (Low Circuit) FLA-160
P1625 Radiator Cooling Fan Circuit Malfunction (High Circuit) FLA-160
P1628 Main Condensor Fan Curcuit Low FLA-164
P1629 Main Condensor Fan Circuit High FLA-164
GENERAL FLA -35

DTC NO. DESCRIPTION SEE PAGE

P1634 Water Heater Relay Malfunction FLA-168
P1636 Voltage Regulator for Injector Malfunction FLA-172
P1638 Microcontroller Malfunction FLA-173
P1639 AID Converter Monitoring Malfunction FLA-174
P1646 Capacitor Voltage Malfunction-Booster Voltage Too High FLA-175
P1647 Capacitor Voltage Malfunction-Booster Voltage Too Low FLA-175
P1652 IG S/W Malfunction FLA-176
P1653 Error Check After IG-OFF Malfunction FLA-179
P1690 Smartra/Antena Error FLA-180
P1692 lmmo indicator lamp FLA-180
P1693 Transponder Error FLA-180
P1695 EEPROM Error FLA-180
P1696 Authentication Not Successful FLA-180

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P1697 Invalid Tester Request FLA-180
P1698 EEPROM Faulty For Key ID Blocks & lmmo. Data Block FLA-180
FLA -36 FUEL SYSTEM

SPECIFICATION EFF128BC

Input sensors
Mass air flow sensor HFM5 (Hot Film Sensor)
Intake air temperature sensor Thermistor type
- Resistance 2.28 - 2.56 kQ at 20°C (68°F)
0.300 - 0.380 kQ at 80°C (176°F)
Engine coolant temperature sensor Thermistor type
- Resistance 2.31 - 2.59 kQ at 20°C (68°F)
0.314- 0.331 kQ at 80°C (176°F)
Vehicle speed sensor Hall effect type
Campshaft position sensor Hall effect type
Crankshaft position sensor Magnetic sensor
Accel position sensor Variable resistor type
Fuel pressure sensor Piezo electricity type
Fuel temperature sensor Thermistor type
- Resistance 2.27 - 2.73 kQ at 20°C (68°F)
0.322 - 0.389 kQ at 80°C (176°F)
Fuel tank capacity 55 liter
Fuel filter High pressure type

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Fuel pump Electrical, in-tank type
- Driven by Electric motor

Fuel pressure at high pressure side 1350 bar.

Injectors Electromagnetic type

SERVICE STANDARD ESASDDSA

NCON: OFF 750 ± 40

Curb idle speed (rpm) N-range
NCON: ON 800 ± 40
GENERAL FLA -37

TIGHTENING TORQUES

Item Nm kg·cm
Delivery pipe (Common Rail) installation 8 - 10 80- 100
Engine coolant temperature sensor 20-40 200- 400
Throttle body - nut flange 7- 11 70- 110
Throttle body - bolt flange 7- 11 70- 110
Fuel filter mounting bolts 9 - 14 90- 140
Accelerator arm bracket bolts 8 - 12 80- 120
Pipe from rail to Injector 1/2/3/4 25- 29 250- 290
Rail pressure sensor 31 - 41 310- 410
Clamp bolt for Injector 25- 29 250- 290
Retaining bolt for high pressure pump 13- 18 130- 180
Flange bolt- EGR Sonenoid valve 7- 11 70- 110
Self locking nut - EGR valve gasket 25- 30 250- 300

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Bolt - EGR pipe gasket 20-30 200- 300
CMP sensor mounting bolt 4- 6 40- 60
CKP -bolt 4- 6 40- 60
Oil pressure switch 15- 26 150 - 260
Pipe between rail and pump 18- 23 180- 230
Function block 7- 11 70- 110
Rail bolt 18- 28 180- 280
Rail pressure regulator 5.1 51

SEALANT EDBSDESC

I Engine coolant temperature sensor ITHREE BOND TB 2403

FLA -38 FUEL SYSTEM

TROUBLESHOOTING EF14CBEE

FUEL INJECTION SYSTEM

Symptom Probable cause Remedy

Engine does not start Cranking speed too low Repair starting system or charge or
replace battery so that engine cranksat
a minimum of 150 rpm.
No voltage at glo plug bus If test light shows no voltage at bus with key
at "ON" position, test relayand wiring.
Glow plug faulty Test and, if necessary, replace glow plug.
Air in fuel system Bleed fuel system.
Injection pump not delivering fuel If no fuel emerges from a loosenes injection
pipe during cranking, check timingbelt
and fuel supply from filter.
Injection pipes misconnected Connect pipes in correct location
Injection timing incorrect Adjust injection timing.

Faulty injection
Engine mechanical faults, as described
earlier under this heading
Faulty injection pump
Idle speed incorrect of Loose fuel hose between filter and
idle rough or irregular injection pump
Air in fuel system
Inadequate fuel supply owing to clogged fuel
filter, or fuel return line andinjection pipes
leaking, dirty, kinked, or squeezed
at connections
Faulty injection
Injection timing incorrect
Engine mechanical faults, as described
earlier under this heading
Faulty injection pump
Engine lugging in too high a gear
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Check and, if necessary, replace injectors.
Test compression and, if necessary,
repair engine.
Try to start engine with new pump installed.
If necessary, replace pump permanently.
Check and, if necessary, adjust the idle speed.
Tighten, if necessary, and repair.
Bleed fuel system.
Inspect and, if necessary, replace lines
and hoses or replace fuel filter
Check and, if necessary, repair or
replace injection injectors.
Adjust injection timing.
Test compression and, if necessary,
repair engine.
Try engine at idle with new pump installed. If
necessary, replace pump permanently.
Observe correct shift speeds.
GENERAL FLA -39

Symptom Probable cause Remedy

Smoky exhaust Engine not reaching correct operating Check and, if necessary, replace cooling
(black, blue or white) temperature system thermostat.
Check and, if necessary, replace
Maximum rpm incorrect
injection pump.
Faulty injection nozzles Check and, if necessary, repair or
replace injection nozzles.
Injection timing incorrect Adjust injection timing.
Check exhaust system for dents and
Restricted exhaust system
obstructions
Engine mechanical faults, as described Test compression and, if necessary,
earlier under this heading repair engine.
Faulty injection pump Observe exhaust with new pump installed if
necessary, replace pump permanently.
Poor power output, Check and, if necessary, replace
Maximum rpm incorrect
slow acceleration injection pump.
(speedometer

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Air cleaner filter dirty Clean or replace air cleaner filter.
accurate, clutch
not slipping) Inadequate fuel supply owing to clogged fuel Inspect and, if necessary, replace lines
filter, or fuel return line andinjection pipes and hoses, replaced fuel filter.
leaking, dirty, kinked, or squeezed
at connections
Air in fuel system Bleed fuel system.
Faulty injection nozzles Check and, if necessary, repair or
replace injection nozzles.
Injection timing incorrect Adjust injection timing.
Engine mechanical faults, as described Test compression and, if necessary,
earlier under this heading repair engine.
Faulty injection pump Check acceleration and speed with
new pump installed. If necessary,
replacepump permanently.
Excessive fuel Air cleaner filter dirty Clean or replace air cleaner filter
consumption
Fuel leaks Check and, if necessary, replace or tighten
all pipes, hoses and connections.
Return pipe and hose blocked Check return line for kinks and dents.
Replace faulty lines. If line is clogged,
blow it out with compressed air,then
bleed fuel system.
Check and, if necessary, repair or
Faulty injection nozzles
replace injection nozzles.
Engine mechanical faults, as described Test compression and, if necessary,
earlier under this heading repair engine.
Faulty injection pump Check fuel consumption with new
pump installed, if unnecessary, replace
pumppermanently.
FLA -40 FUEL SYSTEM

ENGINE CONTROL

Symptom Probable cause Remedy

Engine does not stop Faulty starting switch operation Correct or replace part
Broken harness between starting switch Replace harness
and fuel cut solenoid

TROUBLESHOOTING

Trouble condition Probable cause Remedy

Engine will not crank Battery charge low Charge or replace battery
Battery cables loose, corroded or worn Repair or replace cables
Transaxle range switch faulty Adjust or replace switch
(Vehicle with automatic transaxle only)
Fusible link blown Replace fusible link
Starter motor faulty Repair starter motor

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Injector faulty Replace Injectors
Engine cranks slowly Battery charge low Charge or replace battery
Battery cables loose, corroded or worn Repair or replace cables
Starter motor faulty Repair starter motor
Starter keeps running Starter motor faulty Repair starter motor
Starter switch faulty Replace ignition switch
Starter spins but Short in wiring Repair wiring
engine will not crank
Pinion gear teeth broken or starter motor faulty Repair starter motor
Ring gear teeth broken Replace flywheel ring gear or torque converter

FUEL TANK AND FUEL LINE

Symptom Probable cause Remedy

Engine malfunctions Bent or kinked fuel pipe or hose Repair or replace
due to insufficient
Clogged fuel pipe or hose Clean or replace
fuel supply
Clogged fuel filter of in-tank fuel filter Replace
Water in fuel filter Replace the fuel filter or clean the fuel
tank and fuel lines
Dirty or rusted fuel tank interior Clean or replace
Malfunctioning fuel pump
Replace
(Clogged filter in the pump)
When the fuel Water has accumulated in the fuel filter Remove the water accumulated in the
filter warning lamp fuel filter as below
illuminates - Unscrew the mounting bolt on the fuel
filter and raise fuel filter up
- Loosen the drain plug at the bottem
of the fuel filter
- Tighten the drain plug when water
no longer comes out
GENERAL FLA -41

TROUBLESHOOTING GUIDE CHART

c
..... Q>Ci) .... -
::J
....,Cl
Trouble symtoms -t: s (.)
u en
Q) .... o£
-m a. mm ~ Q)
c.:
0c o .....
....,en en.g ::J :2 $: en iii
t::t:: 0 ch c.c. .....m 0
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Cll"C c~
oa. a. Q)"-
o E
.c.'-
-~ en c enQ);<.:::::
.c. a>.S 0)0.
-~ ~
c "C
Q)
"C - Cl Cl
Q) Q) Q) 'OQ) 0 (.) Q) ~-~ c
c -~ :S c $:
~E
~E
(.) .... ~
.... ::J c.C.~
"6> 0 g 32
·- t:
Clm Cl"C "6> >. Ole om ..c "C (.)
Check items c ..... c c cc: ·- c $: Q) c E c ::J
Wen Wm wo I .c.
..... ~- > a: Wen~ m
Self-diagnosis 1 1 1 1 1 1 1 1 1
Immobilizer 2
Vehicle supply volt. 3 2 9 3
Main Relay 4 3 3 11 4
Fuse/plug wiring harness 5 2 8 2
Terminal15 6 4 4 10 5
Crankshaft Position Sensor 7 12

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NO fuel 8
Wrong fuel 9 5 7 2 4 3
Lack of fuel 2
Air in fuel system 10 6 8 3 4
Low-pressure circuit(fuel) 11 7 13 4 5 7
High-pressure circuit(fuel) 16 8 14 14 19 16
Fuel filter 12 9 5 6 5
Electric fuel pump 15 11 6
Fuel pre-heater 13 10 6 7
Pressure Regulator Valve 18 9 16 13 15
Incorrect connection of injector 14 17 3 11 13
Injector 17 10 19 4 10 18 14
Mechanical componenet
19 20 20 19 9
(compression, valve clearance ... )

ECU defective 20
TDC sensor 5
Water Temp. Sensor 15 2 15
Loss of coolant
Glow-plug system 16
TROUBL1
FLA -42 FUEL SYSTEM

c
moo ....
::l

Trouble symtoms ,._t

...... (.) (]) .... ...... cCi
,._ ro ::l 0. (.) (/)
~ (]) 0.-
0c o ......
...... (/)
(/).g ::l ro ro
c.r:
:g :3: c.:
(/)00
::l (]) 1:::::!::
ro-c 0
c~
cb oo. (tj 0
0. (]) ·-

"3: .!:'-
(/) c e>O. -c o E
ti.r: <D.S c -c -Cl Cl
Q) :t:::: -~ ::;' 0 (])
(])
c
(])
c£
(])
c :3: :g~ ~E :g.... (.) <D.?;-£
c.r:~
c
·- t "0>-c "0> >. .!: ...... (.) .... ::l
"0> 0 g :52
Check items
e>ro
c ..... c c cc: Ole o ro
c :3: .0
-c
(]) c E c
(.)
::l
LlJCil UJro UJO I£ ~- 5 a: LlJCil~ Ill

Rail Pressure Sensor 23 18 12 17 17

Accel. Position Sensor 2 8
Mechanical fault in accel. 3 9
EGA 7 10
HFM5 (Air Flow Meter) 9 14
Air filter clogged 12 8 3
Vacuum system leaking 2
Turbocharger defective 11

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Waste-gate valve connection 12
Fuel Temp. Sensor 16
Checking belt tension 18
Clutch switch 6
Brake switch 7
Vehicle speed signal 8
Checking oil level

Radiator fan
Radiator defective or clogged
IG switch defective
AC compress. SW

ACSW
Plug contacts 6
Connection between turbo.
6 13
and ln-mani. Leaking
High pressure pump 24 21 23
TROUBl2
GENERAL FLA -43

Trouble symtoms c
~
0
Q)

~
c
~
Cl

:t::
-0
c
a."-
(/l
>.
Ectl
iii
:J
.....
.....
Q)

~
E
(/l
Q)
:J
0
ctl
::0
0
Q)
.c
.....
Q)
>
0
-0

:J>.
.CQ)
~~
E~
~ _g
(/):;::::
·-(/l .....0
Q)
.0 c
0
0c-o
c
0
0 c
c.Q
Q) co
....... (/l Q) Q) OC!J
c_ o_ c Q)
ctl-
LL~
c-= 2 "0~ c c :J cti..C. .<I>
· - Q) 'C> c.c ~0 0£ oa.
Clo
c 0 :.c :J 0
.QE c ctl:!:: (.) ·- <(0
Check items UJ<( 3: (.)(fl UJ o== ·- 0
ClCl <(~ a:-~

Self-diagnosis 1 1 1 1 1 1 1 1
Immobilizer
Vehicle supply volt.
Main Relay
Fuse/plug wiring harness 4 2 2 4
Terminal15 3
Crankshaft Position Sensor
NO fuel

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Wrong fuel 2
Lack of fuel
Air in fuel system 3
Low-pressure circuit(fuel) 6
High-pressure circuit(fuel) 7
Fuel filter 4
Electric fuel pump
Fuel pre-heater 5
Pressure Regulator Valve 6
Incorrect connection of injector
Injector
Mechanical componenet
(compression, valve clearance ... ) 7 7

ECU defective 5
TDC sensor
Water Temp. Sensor 8 2 6 3 5 3
Loss of coolant 6
Glow-plug system
TROUBL3
FLA -44 FUEL SYSTEM

Ol
>-
(]) c 0
c
Ero
~
..l<: (J)
Trouble symtoms c- 0 ..l<:
15 C.."- u;
E~
(])
....
::::1 E (.)
ro ..c (]) c
.... ....
-
(J) 0
(]) (]) ::0 (]) :5>- ..!!! .S:! ..0 c (.) c
> > ..c (]) (J);;:= 0
0c-o c.Q
0
::::1
0 0 ~..l<: ·- .... ro .....
(]) co
-.. (J) (]) (]) O<!J
c _
0
(J)
o...., c (])
ro..c
u...~
c-=
·- (]) "0-l<: c c ::::1 .<D
(])
Ole..>
:t:
..c
::::1 0 ·a, c..c g>o c..>.B
·-
oc..
c (.) .QE c ro:t: () <(0
Check items LU<( :s: ()(J) LU 03: ·- 0
Oe> <( ~ a:-~

Rail Pressure Sensor

Accel. Position Sensor 3 6
Mechanical fault in accel. 2
EGR 3
HFM5 (Air Flow Meter) 5
Air filter clogged 2
Vacuum system leaking 4
Turbocharger defective 4

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Waste-gate valve connection 5
Fuel Temp. Sensor 9
Checking belt tension
Clutch switch
Brake switch
Vehicle speed signal
Checking oil level 7
Radiator fan 4
Radiator defective or clogged 5
IG switch defective 2
AC compress. SW 4 2
ACSW 3
Plug contacts
Connection between turbo.
and ln-mani. Leaking
TROUBL4
GENERAL FLA -45

TROUBLESHOOTING PROCEDURES

PROBLEM

Communication with scan tool is not possible.

(Communication with all system is not possible)

Measure at the data link connector Check the harness between the power
NG
(Voltage between 16 and ground: '" supply and data link connector, and
Battery voltage) repair if necessary.

OK

,,
Measure at the data link connector Check the harness wire between the
NG
• Continuity between 4 and ground '
/
data link connector and ground, and
• Continuity between 5 and ground repair if necessary

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OK

'~~'
Repair the scan tool

EFDB110A

SCAN TOOL COMMUNICATION WITH ECM IS NOT POSSIBLE

Comment Probable cause

One of the following causes may be suspected. • Malfunction of ECM power supply circuit
• No power supply to ECM • Malfunction of the ECM
• Defective ground circuit of ECM • Open circuit between ECM and DLC
• Defective ECM
• Improper communication line between
ECM and scan tool

ENGINE WILL NOT START

I NG
I Check electrical supply
I '
/ • Battery
1. Connection
2. Specific gravity, charging system
3. Drive belt
4. Voltage
OK
• Fusible link

' NG
I
I Check starting system
I '" • Starter relay
• Starter
• Wiring

EFDB112A
FLA -46 FUEL SYSTEM

HARD TO START (CRANKS OK)

Check self-diagnosis ' / Diagnostic trouble codes

Diagnostic
0 Using HI-SCAN
trouble code
Normal codes
,~.-

Check for Injector

NG
'
/ 0 Leakage
0 Fuel line
0 Fuel filter
OK 0 Fuel pump

'"'
Check fuel supply to injector
NG
'
/ 0 Oil filler cap
0 Fuel in tank 0 Oil dipstic
0 Fuel pressure 0 Vacuum hose connections

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I
I Check fuel pressure
I NG
'
/ 0
0
Fuel pump
Fuel filter
0 Fuel pressure regulator
OK
,~.-

I
I Check Engine control system
J NG
'/ o Wiring connections
0 Power to ECM
1. Fusible links
2. Fuses
3. Control relay
0 Engine coolant temperature sensor
0 Intake air temperature sensor
0 Injection signal circuit
1. Injector
2. ECM

EFDB113A
GENERAL FLA -47

ROUGH IDLE OR ENGINE STALLS

Check self-diagnosis -"

/ Diagnostic trouble codes
Wrong
0 Using HI-SCAN
l~K
Check fuel supply to injector '
/ o Fuel line (leakage, deformation)
0 Fuel in tank
Wrong o Fuses
0 Fuel pressure 0 Fuel pump
0 Fuel filter
0 Fuel pressure regulator
OK
'/

Check air cleaner filter '

/ Filter-clean or replace
Wrong
OK
'~~'
Check idle speed
Wrong
'/I Idle speed-adjust
Standard : 750 ± 40 rpm

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loK
Check injection timing
Wrong
'
/ Inspect the fuel system

I -"
I Check fuel pressure
I Wrong
/ 0
0
Fuel pump
Fuel filter
OK 0 Fuel pressure regulator

'V
I
I Check injectors
I Wrong
'
/ Injection condition

OK
I
I Check Engine control system
I Wrong '
/ o Wiring connections
0 Power to ECM
1. Fusible links
2. Fuses
3. Control relay
0 Engine coolant temperature sensor
0 Inaction signal circuit
1. Injector wiring
2. ECM

EFJD114A
FLA -48 FUEL SYSTEM

ENGINE HESITATES OR ACCELERATES POORLY

I ~

I Check clutch or brakes

I Wrong
/ 0
0
Clutch-slip
Brake-drag
OK
'/
I '
I Check air cleaner filter
J Wrong
/ Clean-filter or replace

OK
'/
I
I Check self-diagnosis
I Wrong
'" Diagnostic trouble codes
0 Using HI-SCAN

OK
'~-'
I
"'
Check fuel pressure Fuel pump
I I Wrong
0
0 Fuel filter

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OK 0 Fuel pressure regulator

'/
I '.1
I Check injectors
I Wrong /1 Injection condition

OK
'~-'
I
I Check Engine control system
I Wrong '
/ o Wiring connections
0 Power to ECM
1. Fusible links
2. Fuses
3. Control relay
0 Engine coolant temperature sensor
0 Inaction signal circuit
1. Injector wiring
2. ECM

EFDB115A
DTC TROUBLESHOOTING PROCEDURES FLA -49

DTC TROUBLESHOOTING
PROCEDURES
ECA1A14E

P0100 Mass or volume air flow circuit

P0101 Mass or volume air flow circuit range I performance problem
DTC
P0102 Mass or volume air flow circuit low input
P0103 Mass or volume air flow circuit high input

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10 15 30 60 120 250 370 480

Mass Air R<m(k9'h)

EFKD0600

DESCRIPTION the air flow. A large amount of intake air represents ac-
celeration or high load conditions while a small amount of
The mass air flow sensor (MAFS) has an intake air temper- intake air represents deceleration or idle. The ECM uses
ature sensor built-in and is located between the air cleaner this information to control the EGR solenoid valve and cor-
assembly and the throttle device. The MAFS uses a hot rect the fuel amount.
film type sensing-element to measure the mass of intake
air entering the engine. Mass air flow rate is measured
by detection of heat transfer from a hot film probe. The
change in air flow rate causes change in the amount of
heat being transferred from the hot film probe surface to

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P01 00 : The value of sensor voltage < 4. 7 V or > 5.1 V
- In this case, P1522/ P1523(Sensor Supply Voltage 1
Malfunction) or P0120(Accelerator Position Sensor 1 Circuit
- Open or short in
P0100 Intermittent) is detected together.
MAFScircuit
P0101 • P01 01 : The value of measured air flow ~ 780mg/st
- MAFS
P0102 • P0102: The value of measured air flow~ -15 kg/h
- ECM
P0103 • P01 03 : The value of measured air flow ~ 550 kg/h
- EGR

Limp Home
• Fuel quantity limitation
FLA -50 FUEL SYSTEM

SPECIFICATIONS

Normal Parameter
MAFS
Engine idle state
Signal Voltage Below 2.5V

SCHEMATIC DIAGRAM

MAFS

B+

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Harness side connector

C230~-2~~s____~7----~a~--~1~6------~

Signal Signal SV
(Air Temp) (Air Flow)

ECM

EFK00601
DTC TROUBLESHOOTING PROCEDURES FLA -51

SIGNAL WAVEFORM

288 ..,s MAF StfSR/TPS 288 ..,s

MAF<CH-A) MIN: 1. 5 U CUR: 3. 0 U MAX: 4. 2 U
MAX: 2.1 IJ TPS<CH-8) MIN: 375. 6mU CUR: 641. ?mU MAX: 1. 3 U
8

!+---
. . Pedal
. .released
. 6

I> '. <l

'
'
'

After warmed up, MAFS signal is below 2.5 Vat idle speed. When acceleration pedal is depressed (engine speed is
increased), MAFS signal increases. The MAFS signal should be compared with the Acceleration Position Sensor

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(APS) signal. Check whether the MAFS and APS signals are increased or not when accelerated.
During acceleration, the MAFS output voltage increases; during deceleration, the MAFS output voltage decreases.

EFKD0602

INSPECTION PROCEDURES

1. CHECK DTC
1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON and check DTC P1522/ P1523(Sensor Supply Voltage 1 Malfunction)
or P0120(Accelerator Position Sensor 1 Circuit Intermittent) is detected together.
Is DTC P1522/ P1523 or P0120 also set?

EFKD0603

Yes Do all repairs associated with those codes before proceeding with this procedure.

EFKDOOSO

2. CHECK MAFS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0604

No I Repair or replace it.

EFKD0002
FLA -52 FUEL SYSTEM

3. CHECK POWER TO MAFS

1. Turn ignition switch to OFF and disconnect MAFS connector.
2. Turn ignition switch to ON.
00N ~
3. Measure voltage in harness between terminal 4 of MAFS harness

·,~
~
connector and chassis ground. 05 °3 °1

• Specification: approximately B+ v 8+
4. Measure voltage in harness between terminal 2 of MAFS harness
connector and chassis ground. 5 7 8 16 C230-2 -
• Specification: approximately 5V
Is voltage within specification?
I ECM

EFKD0605

No Repair open or short to chassis ground in harness.

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EFKD0042

4. CHECK MAFS SIGNAL

1. Reconnect MAFS connectors.
2. Connect Hi-Scan (Pro) to MAFS.
3. Start engine and monitor MAFS signals.
• Refer to "specifications and signal waveform" for more information.
Is signal within specification?

EFKD0606

No I Replace MAFS.

EFKD0059
DTC TROUBLESHOOTING PROCEDURES FLA -53

5. CHECK FOR OPEN IN HARNESS (])OFF~

1. Turn ignition to OFF and disconnect ECM and MAFS connector.

~--~11 12 ~B+
2. Measure resistance between terminals 1 of MAFS harness connector
and 8 of ECM harness connector C230-2.
3. Measure resistance between terminals 3 of MAFS harness connector
and 7 of ECM harness connector C230-2. 7 8 16
---- C230·2
• Specification: below 10
Does each resistance indicate continuity? I ECM I
EFKD0607

No I Repair open harness in harness.

EFKD0608

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6. CHECK FOR SHORTTO POWER IN HARNESS 00N~
1. Turn ignition switch to ON.

~ I5I3.1I2~
2. Measure voltage between terminal 1 of MAFS harness connector
and chassis ground.

• Specification: below O.SV

1: s 1 <"8
.I
16 B+
C230-2
, - - - 1-E-CM----,1
Is voltage within specification?

EFKD0609

No I Repair short to power in harness.

EFKD0013

7. CHECK FOR SHORTTO GROUND IN HARNESS ([)OFF~

1. Turn ignition switch to OFF. u ~
2. Measure resistance between terminal 1 of MAFS harness connector
and chassis ground.
3. Measure resistance between terminals 1 and 3 of MAFS harness
connector.
• Specification: infinite
Does each resistance indicate open? ECM

EFKD0610

No Repair short or short to chassis ground in harness.

EFKD0087
FLA -54 FUEL SYSTEM

8. CHECK EGR SOLENOID VALVE

1. Check the EGA solenoid valve for the following items:
• EGR solenoid error
• Open or short in EGR solenoid valve circuit
• Refer to "DTC P0406, P0405, P0402, P0401 (EGR solenoid valve malfunction)" for a detailed
inspection procedure
Is the EGR solenoid valve okay?

EFKD0611

No IReplace the EGR solenoid valve.

EFKD0612

[PTOC"eed with ECM problem procedure.

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DTC TROUBLESHOOTING PROCEDURES FLA -55

EC3E844A

P0107 Atmospheric Pressure Circuit Low Input

DTC
P0108 Atmospheric Pressure Circuit High Input

DESCRIPTION quantity. This atmospheric pressure sensor ensures the

improved driveability at high altitudes.
The atmospheric pressure sensor is mounted in the inter-
nal of ECM. It senses the atmospheric pressure and con-
verts it to the voltage, and it is sent to the ECM. Using this
signal, the ECM calculates the altitude of the vehicle lo-
cation and corrects the fuel injection timing and the fuel

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P01 07: The output signal voltage < 0.15V
• P01 08: The output signal voltage > 4.93V - Atmospheric pressure
P0107
sensor

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P0108
- ECM
Limp Home
• Default value = 90 kPa (900 mbar)

INSPECTION PROCEDURES

• Because this sensor is in the internal of ECM, there is no inspection of service pos-
sible for this diagnostic trouble code.
• Cancel the fault memory and perform test drive.
• If the fault cannot be cancelled, temporarily install a good ECM and check for proper operation.
FLA -56 FUEL SYSTEM

E8CED51F

P0112 Intake Air Temperature Circuit Low Input

DTC
P0113 Intake Air Temperature Circuit High Input

50,000 ,...---,.----,---,---,---r-----,-1----r----,--,--,
45,000 1----+----+- ~-~+-~-+--t--1

40,000 r,~--+------+~-----1--+- ~- ---t--+-- !-----~- --

35,000 ~\-- ---- -------r---+---------t---t------1-----+--+-
30,000
1 1
IT ------t---
I
- - t - - - r - - - - - - --~---· j--

::: -~~~ ~ -t----t,-------+t----.=:J-.--t_--_-__-_t-----,~---,--

15,000 , , 1 --~ - j-----

10,000 ~-~}~:_---j----t---- - - ~t-

5,000 1--------t-~k~--+-- !-----~ ~-
1 -~=---
-40 ·20 20 40 60 60 100 120 140

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EFKD0613

DESCRIPTION resistor in the ECM and the thermistor in the IATS are con-
nected in series. When the resistance value of the ther-
The intake air temperature sensor (IATS) is built in the mistor in IATS changes according to the intake air temper-
mass air flowmeter sensor (MAFS). It is located between ature, the signal voltage also changes. Using this signal,
the air cleaner assembly and the throttle device. The IATS the information of the intake air temperature, the ECM cor-
uses a thermistor whose resistance changes with the tem- rects fuel flow, injection timing.
perature to check the mass of intake air entering the en-
gine. The electrical resistance of the IATS decreases as
the temperature increases, and increases as the temper-
ature decreases. The 5 V power source in the ECM is
supplied to the IATS via a resistor in the ECM. That is, the

DTC DETECTING CONDITION

DTC No Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0112 : The supply voltage (sensor power) < 0.11 V - Open or short in IATS
P0112
• P0113 : The supply voltage (sensor power) > 4.9V circuit
P0113 - IATS
- ECM
Limp Home
• Use of a default intake air temperature of 60°C.

SPECIFICATIONS

Normal Parameter
IATS
20°C 40°C 60°C
Resistance 2.29 - 2.55kQ 1.1 - 1.2kQ 0.56 - 0.65kQ
DTC TROUBLESHOOTING PROCEDURES FLA -57
SCHEMATIC DIAGRAM

MAFS

B+
Harness side connector

C230~-2~~5~--~7~--~8~~~1~6------~

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Signal Signal SV
(Air Temp) (Air Flow)

ECM

EFKD0601

SIGNAL WAVEFORM

IAT SNSR 1.8V

IN: 1.9 V CUR: 2.8 V MAX: 2.8 v
IATS and ECTS signals should be smooth and continuous
without any sudden changes. When the engine is cold, IATS
and ECTS signals should look similar, depending on the
ambient air temperature. After warmed-up the IATS signal
should not have changed less significantly while ECTS
signal should have some dropped. This indicates the normal
increase of the engine coolant temperature is larger than the
normal increase of the intake air temperature as the engine
warms up.
t>

EFKD0615
FLA -58 FUEL SYSTEM

INSPECTION PROCEDURES

1. CHECK IATS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0616

No IRepair or replace fi.

EFKD0002

2. CHECK IATS RESISANCE

1. Turn ignition switch to OFF and disconnect IATS connector.

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2. Measure resistance between the terminals 3 and 5 of IATS connector.

• Refer to "specification" for more information.

Is resistance within specification?

EFKD0670

No IReplace IATS.

EFKD0072

3. CHECK POWER TO IATS

1. Turn ignition switch to OFF and disconnect IATS connector. f?\ON IIA"ffil
2. Turn ignition switch to ON.
3. Measure voltage between terminal 4 of IATS harness connector
\V ~
and chassis ground.
• Specification: approximately 8+
4. Measure voltage between terminal 2 of IATS harness connector
and chassis ground.
• Specification: approximately SV
Is voltage within specification?

EFKD0617

No Repair open or short to chassis ground in harness.

EFKD0042
DTC TROUBLESHOOTING PROCEDURES FLA -59

4. CHECK FOR OPEN IN HARNESS (])OFF~

1. Turn ignition to OFF and disconnect ECM connector.

~--,13 I1 I2 tB+
2. Measure resistance between terminals 5 of IATS harness connector
and 5 of ECM harness connector C230-2.
3. Measure resistance between terminals 3 of IATS harness connector
and 7 of ECM harness connector C230-2. 5 7 8 16
---- C23Q-2
• Specification: below H1
Does each resistance indicate continuity? I ECM I
EFK00618

No IRepair open in harness.

EFK00015

00N~

cardiagn.com
5. CHECK FOR SHORTTO POWER IN HARNESS
1. Turn ignition switch to ON.
2. Measure resistance between terminal 5 of IATS harness connector
and chassis ground.
5 13 11 I2 tB+
5 7 8 16
C230-2
• Specification: below O.SV
Is voltage within specification?
lr---E-CM----,1
EFKD0619

No I Repair short to IATS in harness.

EFK00620
FLA -60 FUEL SYSTEM

([)OFF
~
6. CHECK FOR SHORTTO GROUND IN HARNESS
1. Turn ignition switch to OFF.
2. Measure resistance between terminal 5 of IATS harness connector
and chassis ground.
3. Measure resistance between terminals 5 and 3 of IATS harness
connector.
3rrtB+
7 8 16
• Specification: infinite C230-2 -

Does each resistance indicate open? ECM

I
EFKD0621

No Repair short or short to chassis ground in harness.

EFKD0087

I Proceed with ECM problem procedure.

cardiagn.com
DTC TROUBLESHOOTING PROCEDURES FLA -61

EOCSD14E

P0116 Engine coolant temperature circuit range/performance

DTC P0117 Engine coolant temperature circuit low input
P0118 Engine coolant temperature circuit high input

50

40

30

20
10

-40 0 40 80 110

cardiagn.com
EFKD0622

DESCRIPTION the thermistor in the ECTS are connected in series. When

the resistance value of the thermistor in ECTS changes
The engine coolant temperature sensor (ECTS) is located according to the engine coolant temperature, the signal
in the engine coolant passage of the cylinder head for de- voltage also changes. This information of engine coolant
tecting the engine coolant temperature. The ECTS uses temperature is used in determination of basic fuel quantity
a thermistor whose resistance changes with the tempera- and cooling fan control.
ture. The electrical resistance of the ECTS decreases as
the engine coolant temperature increases, and increases
as the engine coolant temperature decreases.The 5 V
power source in the ECM is supplied to the ECTS via a
resistor in the ECM. That is, the resistor in the ECM and
DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0116 : The measured engine coolant temperature is lower than the
threshold value when the model value is higher than the threshold value.
• P0117 : The output signal voltage ~ 0.23 V
• P0118 : The output signal voltage ~ 4.97V
- Open or short in
P0116
ECTS circuit
P0117
- ECTS
P0118 Limp Home
- ECM
• Default value out of cranking: 80°C
• Default value in cranking: -25°C
• Cooling fan is active.
• Auxiliary water heater control deactivated.
• Air conditioning control deactivated.
FLA -62 FUEL SYSTEM

SPECIFICATIONS

ECTS Normal Parameter

Temperature 20°C 80°C

Resistance 2.31 - 2.59kQ 0.31 - 0.33kQ

SCHEMATIC DIAGRAM

ECTS

to cluster

cardiagn.com
Harness side connector

C230-2 4 3

Signal

ECM

EFK00623
DTC TROUBLESHOOTING PROCEDURES FLA -63

SIGNAL WAVEFORM

ECT SNSR 1.8 u ECT SNSR 1.8 u

IN: 3.5 U CUR: 3.5 U MAX: 3.6 u 1.3 U CUR: 1.4 U MAX: 1.4U
After Starting After Warmed Up
{approx 2o"C) · (approic so'C) ·

ECTS signal should be smooth and continuous without any sudden changes. When the resistance value of the
thermistor in ECTS changes according to the engine coolant temperature, the signal voltage also changes.

cardiagn.com
The output signal voltage of the ECTS decreases as the engine coolant temperature increases, and increases as
the engine coolant temperature decreases.

EFKD0624

INSPECTION PROCEDURES

1. PROBLEM VERIFICATION
1. Connect Hi-Scan (Pro) to data link connector.
2. Start engine and monitor ECTS signals while warming up engine to normal operating temperature.
Temperature scanned on the Hi-Scan (Pro) should be close to actual engine coolant temperature, is it?

EFKD0625

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK ECTS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0626

No I Repair or replace it.

EFKD0002
FLA -64 FUEL SYSTEM

3. CHECK REFERENCE VOLTAGE TO ECTS

1. Turn ignition switch to OFF and disconnect ECTS connector.
2. Turn ignition switch to ON.
3. Measure voltage between terminal1 of ECTS harness connector 3
ClusterJ
and chassis ground.

C230-2 4 3
• Specification: approximately SV
ECM
Is voltage within specification?

EFKD0627

No Repair open or short to chassis ground in harness.

EFKD0042

cardiagn.com
4. CHECK ECTS RESISTANCE
1. Measure resistance between terminals 1 and 3 of ECTS connector.

• Refer to "specifications" for more information

ECM
Is resistance within specification?

EFKD0628

No I Replace ECTS.

EFKD0083

5. CHECK FOR SHORTTO POWER IN HARNESS

1. Turn ignition switch to OFF and disconnect ECM connector.
00N~

I~ ~
2. Turn ignition switch to ON.

r
3. Measure resistance between terminal 1 of ECTS harness connector 3

l
and chassis ground. Cluster J

C230-2
• Specifications: below O.SV
ECM
Is voltage within specification?

EFKD0629

No I Repair short to power in harness.

EFKD0013
DTC TROUBLESHOOTING PROCEDURES FLA -65

6. CHECK FOR SHORTTO GROUND IN HARNESS

1. Turn ignition switch to OFF.
2. Measure resistance between terminals 3 and 1 of ECTS harness
connector.
3. Measure resistance between terminal 1 of ECTS harness connector
and chassis ground.
C230·2
• Specifications: infinite
Does resistance indicate open?
I ECM

EFKD0630

No Repair short or short to chassis ground in harness.

EFKD0087

cardiagn.com
7. CHECK FOR OPEN IN HARNESS
1. Measure resistance between terminals 1 of ECTS harness connector
and 3 of ECM harness connector C230-2.

• Specifications: below 1n
Does resistance indicate continuity?

EFKD0631

No I
Repair open in harness.

EFKD0015
FLA -66 FUEL SYSTEM

8. CHECK FOR OPEN IN HARNESS

1. Measure resistance between terminals 3 of ECTS harness connector
and 4 of ECM harness connector C230-2.
3
ClusterJ

C230-2
• Specifications: below 10
ECM
Does resistance indicate continuity?

EFK00632

No I
Repair open in harness.

EFKD0015

IProceed with ECM problem procedure.

cardiagn.com
DTC TROUBLESHOOTING PROCEDURES FLA -67
EAOFABOC

P0120 Accelerator position sensor 1 circuit

DTC
P0123 Accelerator position sensor 1 circuit high input

cardiagn.com
EFKD0633

DESCRIPTION of the component in charge of providing the driver's re-

On electronic injection systems, there is no longer a load
lever that mechanically controls the fuelling. The flow is
calculated by the ECM depending on a number of param-
eters, including pedal position, which is measured using a
potentiometer. The absence of a mechanical link between
the accelerator pedal and the injection system presents a
risk of loss of control of the engine in the event of a failure
quest information to the injection system. The pedal sen-
sor therefore has two potentiometers whose slides are me-
chanically solid. The two potentiometers are supplied from
distinct and different power sources so there is built in re-
dundancy of information giving reliable driver's request in-
formation. A voltage is generated across the potentiome-
ter in the acceleration position sensor as a function of the
accelerator-pedal setting. Using a programmed charac-
teristic curve, the pedal's position is then calculated from
this voltage.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0123 : The signal voltage (sensor power) > 4.9V
• P0120: The supply voltage (sensor power) < 4.7 V or > 5.1 V
- In this case, P1522/ P1523(Sensor Supply Voltage 1 Malfunction)
- Open or short in APS
or P01 OO(Mass air flow Circuit) is detected together.
P0120 track 1 circuit
P0123 - APS
- ECM
Limp Home
• Fast idle speed at 1250 RPM.
• Air conditioner deactivated.
• Cruise control inhibited.

SPECIFICATIONS

Normal Parameter
APS track 1
Idle position (0%) Fully open position (100%)
Signal Voltage 0.6- 0.85V 3.5- 4.7V
FLA -68 FUEL SYSTEM

SCHEMATIC DIAGRAM

Accelerator Position Sesnor

1ffiiB 6
Harness side connector
Track 2 4 3 5 2 6 Track 1

C230-2 79 80 81 76 77 78

cardiagn.com
Signal SV Signal SV

EFKD0634

SIGNAL WAVEFORM

GENERAL SEttSO 288 ,g MAF SttSR/TPS 288 ,g

MAF<CH-A> MIN: 1.5 U CUR: 3.0 U MAX: 4.2 U
MAX: 4.8 U TPS<CH-B> MIN: 3?5.6mU CUR: 641.?mU MAX: 1.3 U
8

APStrack 1 . ~ Po~itio~ rel~ased 6

. . . .
Position depressed
.
.
4

t> <l

During acceleration, the APS track 1 output voltage increases; during deceleration, the APS track 1 output voltage
decreases. The APS track 1 signal should be compared with the Mass Air Flowmeter Sensor (MAFS} signal.
Check whether APS and MAFS signals are increased at the same time when accelerated.

EFKD0635
DTC TROUBLESHOOTING PROCEDURES FLA -69

INSPECTION PROCEDURES

1. CHECK DTC
1. Connect Hi-Scan (Pro} to data link connector.
2. Turn ignition switch to ON and check DTC P1522/ P1523(Sensor Supply Voltage 1 Malfunction}
or P01 OO(Mass Air Flow circuit} is detected together.
Is DTC P1522/ P1523 or P01 00 also set?

EFK00636

Yes Do all repairs associated with those codes before proceeding with this procedure.

EFKD0050

2. CHECK APS AND ECM CONNECTORS

cardiagn.com
1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0637

No I Repair or replace it.

EFKD0002

3. CHECK REFERENCE VOLTAGE OF APS

1. Turn ignition switch to OFF and disconnect APS connector.
2. Turn ignition switch to ON.
3. Measure voltage between terminal 6 of APS harness connector
and chassis ground.

79 80 81 76 77 78
• Specification: approximately SV
Is voltage within specification? ECM

EFKD0614

No Repair open or short to chassis ground in harness.

EFKD0042
FLA -70 FUEL SYSTEM

4. CHECK APS SIGNAL

1. Turn ignition switch to OFF and reconnect APS connector.
2. Connect Hi-Scan (Pro) to APS.
3. Turn ignition switch to ON.
4. Using Hi-Scan (Pro), monitor APS track 1 signal while slowly stepping the accelerator position.
• Refer to "specifications and signal waveform" for more information.
Is signal within specification and consistent with the normal curve?

EFKD0638

No I Replace APS.

EFKD0639

5. CHECK FOR OPEN IN HARNESS CDOFF~

cardiagn.com
1. Turn ignition switch to OFF and disconnect APS and ECM connector.
2. Measure resistance between terminals 5 of APS harness connector
and 76 of ECM harness connector C230-1.
3. Measure resistance between terminals 2 of APS harness connector
and 77 of ECM harness connector C230-1.
• Specifications: below 10
I 11
4 1 3

~
~5 I2 I6
79 jl8o jl81 76 77 78
----.J

Does each resistance indicate continuity? I ECM I

EFKD0640

No I
Repair open in harness.

EFKD0015

6. CHECK FOR SHORTTO POWER IN HARNESS

00N~
1. Turn ignition switch to ON.
2. Measure voltage between terminal 2 of APS harness connector
and chassis ground.
~
X I4 I1 I3 Is I6
79 80 81 76 ( 77 78
4
2

• Specification: below 0.5V

Is voltage within specification? I ECM I
EFKD0641

No IRepair short to power in harness.

EFKD0013
DTC TROUBLESHOOTING PROCEDURES FLA -71

7. CHECK FOR SHORTTO GROUND IN HARNESS

1. Turn ignition switch to OFF.
2. Measure resistance between terminals 2 and 5 of APS track 1
harness connector.
3. Measure resistance between terminals 2 of APS track 1 harness
connector and chassis ground.
• Specification: infinite
Does resistance indicate open?
ECM

EFKD0642

No Repair short or short to chassis ground in harness.

EFKD0087

IProceed with ECM problem procedure.

cardiagn.com
FLA -72 FUEL SYSTEM

E7F1B222

P0182 Fuel temp. sensor A circuit low input

DTC
P0183 Fuel temp. sensor A circuit high input

20

15

10

0
-20 0 20 40 60 80 100 120

cardiagn.com
EFKD0643

DESCRIPTION resistor in the ECM and the thermistor in the FTS are con-
nected in series. When the resistance value of the ther-
The fuel temperature sensor (FTS) is located in the fuel-In- mistor in FTS changes according to the fuel temperature,
let line to measure the fuel temperature. The FTS uses the signal voltage also changes. This information of fuel
a thermistor whose resistance changes with the temper- temperature is used in correcting fuel quantity.
ature. The electrical resistance of the FTS decreases as
the fuel temperature increases, and increases as the fuel
temperature decreases.The 5 V power source in the ECM
is supplied to the FTS via a resistor in the ECM. That is, the

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0182: The output signal voltage < 0.15V
• P0183: The output signal voltage > 4.97V - Open or short in FTS
P0182 circuit
P0183 - FTS
Limp Home - ECM
• Default value: 90°C
• Fuel quantity limitation

SPECIFICATIONS

FTS Normal Parameter

Temperature 20°C 40°C 60°C
Resistance 2.27 - 2. 73kQ 1.06 - 1.28kQ 0.54 - 0.65kQ
DTC TROUBLESHOOTING PROCEDURES FLA -73

SCHEMATIC DIAGRAM

FTS

Harness side connector

C230-2 2

Signal

cardiagn.com
ECM

EFK00644

SIGNAL WAVEFORM

1.8 u
MAX: 3.8 U
After Warmed Up
(the engine coolant temperature = approx. sere)
FTS signal should be smooth and continuous without any
sudden changes. When the resistance value of the
thermistor in FTS changes according to the fuel temperature,
the signal voltage also changes. The output signal voltage of
.___ _,__......._........_........_.__...___,__._-.;..__._ _........__.__,:..."""-f the FTS decreases as the fuel temperature increases, and
increases as the fuel temperature decreases.

EFK00645
FLA -74 FUEL SYSTEM
INSPECTION PROCEDURES

1. CHECK FTS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0646

No IRepair or replace it.

EFKD0002

2. CHECK REFERENCE VOLTAGE TO FTS

1. Turn ignition switch to OFF and disconnect FTS connector.
2. Turn ignition switch to ON.

cardiagn.com
3. Measure voltage between terminal 2 of FTS harness connector
and chassis ground.

• Specification: approximately SV
Is voltage within specification?

EFKD0647

No Repair open or short to chassis ground in harness.

EFKD0042

3. CHECK FTS RESISTANCE

1. Measure resistance between terminals 1 and 2 of FTS connector.

• Refer to "specifications" for more information.

Is resistance within specification?

EFKD0646

No I Replace FTS.
EFKD0649
DTC TROUBLESHOOTING PROCEDURES FLA -75

~
4. CHECK FOR SHORTTO POWER IN HARNESS
1. Turn ignition switch to OFF and disconnect ECM connector.

I:~
2. Turn ignition switch to ON.
3. Measure voltage between terminal 2 of FTS harness connector
and chassis ground.

• Specifications: below 0.5V

C23G-2
1
l ?
Is voltage within specification? _E_cM___,, -
....._I

EFKD0650

No I Repair short to power in harness.

EFKD0013

cardiagn.com
5. CHECK FOR SHORTTO GROUND IN HARNESS
1. Turn ignition switch to OFF .
2. Measure resistance between terminals 1 and 2 of FTS harness connector.
3. Measure resistance between terminal 2 of FTS harness connector and
chassis ground.

• Specifications: infinite
Does resistance indicate open?

EFKD0651

No Repair short or short to chassis ground in harness.

EFKD0087

6. CHECK FOR OPEN IN HARNESS

1. Measure resistance between terminals 2 of FTS harness connector
and 1 of ECM harness connector C230-2.

• Specifications: Infinite
Does resistance indicate open?

EFKD0652

No I
Repair open in harness.

EFKD0015
FLA -76 FUEL SYSTEM

7. CHECK FOR OPEN IN HARNESS

1. Measure resistance between terminals 1 of FTS harness connector
and 2 of ECM harness connector C230-2.

2
C230-2 4
• Specifications: below 10
Does each resistance indicate continuity? I ECM

EFK00653

No I
Repair open in harness.

EFK00015

I Proceed with ECM problem procedure.

cardiagn.com
DTC TROUBLESHOOTING PROCEDURES FLA -77

EFBBA71C

P0190 Fuel rail pressure sensor circuit

DTC P0192 Fuel rail pressure sensor circuit low input
P0193 Fuel rail pressure sensor circuit high input

0 ~------------------------------~

cardiagn.com
0 150

EFK00654

DESCRIPTION mounted on the diaphragm. The sensor operates as an

The aim of the Rail Pressure Sensor (RPS) is to provide
to the ECM the voltage signal corresponding to fuel pres-
sure in the rail. This information is used for fueling and
timing calculation. The sensor element (semiconductor
device) for converting the pressure to an electric signal is
analog resistor. The change in resistance is proportional
to the rail pressure acting upon this diaphragm. A rail pres-
sure change lead to a geometry change. This movement
changes the electrical resistance. A bridge circuit on the
diaphragm supplies a voltage that is amplified to a range
from 0.5 V to 4.5 V. (respectively 0 and 1500 bar)

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0192: The supply voltage (sensor power) < 0.18V
• P0193: The supply voltage (sensor power) > 4.9V
• P0190: The supply voltage (sensor power) < 4.7V or > 5.1V - Open or short in RPS
P0190
- In this case, P1524/ P1525(Sensor Supply Voltage 2 Malfunction) circuit
P0192
or P0220(Accelerator Position Sensor 2) is detected together - RPS
P0193
- ECM

Limp Home
• Fuel quantity limitation

SPECIFICATIONS

Normal Parameter
RPS Engine idle state after engine
Fully open position
warming up
Signal Voltage Below 1.7V Approx. 4.5V
Rail Pressure 220 - 320 bar (22 -32 Mpa) 1500 bar (150 Mpa)
FLA -78 FUEL SYSTEM

SCHEMATIC DIAGRAM

RPS

3 2

Harness side connector

11 10 9 C230-2

Signal SV

cardiagn.com
ECM

EFKD0655

SIGNAL WAVEFORM

288 ...s 288 1'18

MAX: 1.3 U MAX: 2.2 U

Engine Speed = Engine Speed =

Ap'prox. 800 RPM Approx. ·2000 RPM

Rail Pressure Sensor (RPS) is to provide to the ECM the voltage signal corresponding to rail pressure. RPS operates
as an analog resistor. The change in resistance is proportional to the rail pressure acting upon the diaphragm and rail
pressure is increased when load is increase.

EFKD0656
DTC TROUBLESHOOTING PROCEDURES FLA -79

INSPECTION PROCEDURES

1. CHECK DTC
1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON and check DTC P1522/ P1525(Sensor Supply Voltage 2 Malfunction)
or P0220(Accelerator Position Sensor 2) is detected together.
Is DTC P1524/ P1525 or P0220 also set?

EFKD0657

Yes Do all repairs associated with those codes before proceeding with this procedure.

EFKD0050

2. PROBLEM VERIFICATION

cardiagn.com
1. Connect Hi-Scan (Pro) to data link connector.
2. Start engine and monitor RPS with normal operating temperature.
• Refer to "specifications " for more information.
Is signal within specification?

EFKD0658

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

3. CHECK RPS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0659

No I Repair or replace it.

EFKD0002
FLA -80 FUEL SYSTEM

4. CHECK POWER TO RPS

1. Turn ignition switch to OFF and disconnect RPS connector.
2. Turn ignition switch to ON and measure voltage between
3 2
terminal 1 of RPS harness connector and chassis ground.

C230-2 11 10
• Specifications: approximately 5V
ECM
Is voltage within specification?

EFKD0660

No Repair open or short to chassis ground in harness.

EFKD0042

cardiagn.com
5. CHECK FOR OPEN IN HARNESS
CDOFF~
1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between terminals 2 of RPS harness connector
and 10 of ECM harness connector C230-2.
3. Measure resistance between terminals 3 of RPS harness connector 3 !2 I1
and 11 of ECM harness connector C230-2. 11 10 9
_____ ..! C230-2
• Specification: below 1n
Does each resistance indicate continuity? I ECM I
EFKD0661

No I Repair open In harness.

EFKD0015

6. CHECK FOR SHORTTO POWER IN HARNESS

00N~
1. Turn ignition switch to ON.
2. Measure resistance between terminal 2 of RPS harness connector
and chassis ground.
I3

11
4

( 10
2 11
9 C230-2
• Specification: below 0.5V
Is voltage within specifications?
-I ECM I
EFKD0662

No I Repair short to power in harness.

EFKD0013
DTC TROUBLESHOOTING PROCEDURES FLA -81

7. CHECK FOR SHORT TO GROUND IN HARNESS

•
1. Turn ignition switch OFF.
2. Measure resistance between terminal 2 of RPS harness connector
and chassis ground.
3. Measure resistance between terminals 2 and 3 of RPS signal harness
and ground harness.
• Specification: infinite
ECM
Does each resistance indicate open?

EFKD0663

No Repair short or short to chassis ground in harness.

EFKD0087

cardiagn.com
8. CHECK RPS SIGNAL AGAIN
1. Reconnect ECM and RPS connectors.
2. Connect Hi-Scan (Pro) to RPS.
3. Start engine and monitor RPS voltage & signal with normal operating temperature.
• Refer to "specifications" for more information.
Is signal within specification?

EFKD0664

No IReplace RPS.

EFKD0665

I Proceed with ECM problem procedure.

FLA -82 FUEL SYSTEM

ECCCE42F

P0220 Accelerator position sensor 2 circuit

DTC P0221 Accelerator position sensor 2 circuit range I performance problem
P0223 Accelerator position sensor 2 circuit high input

cardiagn.com
100"

EFK00666

DESCRIPTION of the component in charge of providing the driver's re-

On electronic injection systems, there is no longer a load
lever that mechanically controls the fuelling. The flow is
calculated by the ECM depending on a number of param-
eters, including pedal position, which is measured using a
potentiometer. The absence of a mechanical link between
the accelerator pedal and the injection system presents a
risk of loss of control of the engine in the event of a failure
quest information to the injection system. The pedal sen-
sor therefore has two potentiometers whose slides are me-
chanically solid. The two potentiometers are supplied from
distinct and different power sources so there is built in re-
dundancy of information giving reliable driver's request in-
formation. A voltage is generated across the potentiome-
ter in the acceleration position sensor as a function of the
accelerator-pedal setting. Using a programmed charac-
teristic curve, the pedal's position is then calculated from
this voltage.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0221 : When the accelerator pedal sensor 2 is compared
with APS 1, the error is detected.
• P0223: The signal voltage > 2.47V
• P0220: The supply voltage(sensor power) < 4.7V or > 5.1V
- Open or short in APS
P0220 - In this case, P1524/ P1525(Sensor Supply Voltage 1 Malfunction)
track 2 circuit
P0221 or P0190(Rail pressure sensor) is detected together.
- APS
P0223
- ECM
Limp Home
• Fast idle speed at 1250 RPM
• Air conditioning limitation by engine speed
• Cruise control impossible
DTC TROUBLESHOOTING PROCEDURES FLA -83

SPECIFICATIONS

Normal Parameter
APS track 2
Idle position (0%) Fully open position (100 %)
Signal Voltage 0.2- 0.5V 1.6- 2.5V

SCHEMATIC DIAGRAM

Accelerator Position Sesnor

filiffi 6
Track 2 4 3 5 2 6 Track 1

cardiagn.com
Harness side connector

C230-2 79 80 81 76 77 78

Signal SV Signal SV

EFKD0634

SIGNAL WAVEFORM

MAF SHSR/TPS 288 ,.,s

MAF<CH-A) MIN: 1.5 U CUR: 3.0 U MAX: 4.2 U
TPS<CH-8) MIN: 3?5.6mU CUR: 641.?mU MAX: 1.3 U
8

!' ~ Pqsitio.n released 6

4

During acceleration, the APS track 2 output voltage increases; during deceleration, the APS track 2 output voltage
decreases. The APS track 2 signal should be compared with the Mass Air Flowmeter Sensor (MAFS) signal. Check
whether APS and MAFS signals are increased at the same time when accelerated.

EFKD0668
FLA -84 FUEL SYSTEM

INSPECTION PROCEDURES

1. CHECK DTC
1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON and check DTC P1524/P1525(Sensor Supply Voltage 2 Malfunction)
or P0190(Rail pressure sensor) is detected together.
Is DTC P1524/ P1525 or P0190 also set?

EFKD0669

Yes Do all repairs associated with those codes before proceeding with this procedure.

EFKD0050

2. CHECK APS AND ECM CONNECTORS

cardiagn.com
1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0670

No I Repair orreplace IT.

EFKD0002

3. CHECK REFERENCE VOLTAGE OF APS

1. Turn ignition switch to OFF and disconnect APS connector.
2. Turn ignition switch to ON.
3. Measure voltage between terminal 3 of APS harness connector
and chassis ground.

• Specification: approximately 4- SV C230-1

Is voltage within specification?

EFKD0671

No Repair open or short to chassis ground in harness.

EFKD0042
DTC TROUBLESHOOTING PROCEDURES FLA -85

4. CHECK APS SIGNAL

1. Turn ignition switch to OFF and reconnect APS connector.
2. Connect Hi-Scan (Pro) to APS track 2 signal harness.
3. Turn ignition switch to ON.
4. Using Hi-Scan (Pro), monitor APS track 2 signal while slowly stepping the accelerator pedal.
• Refer to "specifications and signal waveform" for more information.
Is signal within specification and consistent with the normal curve?

EFKD0672

No I Replace APS.

EFKD0639

5. CHECK REFERENCE VOLTAGE OF APS

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1. Turn ignitipn switch to OFF and disconnect APS and ECM connector.
2. Measure resistance between terminals 4 of APS harness connector
and 79 of ECM harness connector C230-1.
3. Measure resistance between terminals 1 of APS harness connector
and 80 of ECM harness connector C230-1.
• Specification: below 1n
Does each resistance indicate continuity?

EFKD0673

No I
Repair open in harness.

EFKD0015

6. CHECK FOR SHORTTO POWER IN HARNESS

1. Turn ignition switch to ON.
2. Measure voltage between terminal 1 of APS harness connector
and chassis ground.

• Specification: below O.SV

Is voltage within specification?

EFKD0674

No IRepair short to power in harness.

EFKD0013
FLA -86 FUEL SYSTEM

7. CHECK FOR SHORTTO GROUND IN HARNESS

1. Turn ignition switch to OFF.
2. Measure resistance between terminals 1 and 4 of APS harness
connector.
3. Measure resistance between terminal 1 of APS harness connector
and chassis ground.
• Specification: infinite
Does resistance indicate open?
.____e_c_M______.IC2a0:1
EFK00675

No Repair short or short to chassis ground in harness.

EFK00087

IProceed with ECM problem procedure.

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DTC TROUBLESHOOTING PROCEDURES FLA -87

E66F969D

P0231 Electric Fuel Pump Circuit Low

DTC
P0232 Electric Fuel Pump Circuit High

DESCRIPTION to the tank through an overflow valve. The engine control

module(ECM) controls the electric fuel pump through the
Electric fuel pump is not only responsible for delivering the electric fuel pump relay.
fuel to the high-pressure pump, but within the framework of
system monitoring it must also interrupt the flow of fuel in
case of an emergency. Beginning with the engine crank-
ing process, the electric fuel pump runs continuously in-
dependent of engine speed. Excess fuel can flow back

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0231 : Breaking of wire.
-Open or short in electric
• P0232 : Short circuit to power supply line.
P0231 fuel pump relay circuit

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P0232 - Electric fuel pump relay
- ECM
Limp Home
• None

SCHEMATIC DIAGRAM

B+ after main relay B+

Electric fuel
pump relay

Harness side connector

C230-1 24

ECM

EFKD0676
FLA -88 FUEL SYSTEM

INSPECTION PROCEDURES

1. CHECK ELECTRIC FUEL PUMP RELAY FOR WORKING

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate Electric fuel pump relay by Actuator Test mode of Hi-Scan(Pro).
Does Electric fuel pump relay function normally?

EFKD0677

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK ELECTRIC FUEL PUMP RELAY, ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,

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contamination, deterioration, or damage.
Are all connectors good?

EFKD0678

No I Repair or replace 0.

EFKD0002

3. CHECK POWER VOLTAGE TO RELAY

1. Turn ignition switch ON.
2. Measure voltage between electric fuel pump relay harness connector ------------~--,5
terminal 1, 5 and chassis ground.
YB+
• Specification: approximately 8+
Is voltage within specification?

EFKD0679

No Repair open or short to chassis ground in harness.

EFKD0042
DTC TROUBLESHOOTING PROCEDURES FLA -89

4. CHECK ELECTRIC FUEL PUMP RELAY

1. Remove electric fuel pump relay.
2. Apply power to electric fuel pump relay terminal 5 and ground terminal 3.
3. Check if electric fuel pump relay works well when electric fuel pump relay
is energized. (If electric fuel pump relay works normally, a click sound can
be heard.)

Does electric fuel pump relay operate normally?

EFKD0680

No I Replace n.
EFKD0107

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5. CHECK FOR SHORTTO GROUND IN HARNESS
1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between electric fuel pump relay harness connector
terminal 3 and chassis ground.

• Specifications: infinite
Does resistance indicate open?

EFKD0681

No Repair short to chassis ground in harness.

EFKD0011

6. CHECK FOR OPEN IN HARNESS

1. Measure resistance between electric fuel pump relay harness
connector terminal 3 and ECM harness connector C230-1 terminal24.

• Specifications: below 1n
Does resistance indicate continuity?

EFKD0682

[--:~epair
_L
l ______
open in harness.

EFKD0015
FLA -90 FUEL SYSTEM

7. CHECK FOR SHORTTO POWER IN HARNESS

1. Turn ignition switch to ON.
2. Measure voltage between electric fuel pump relay harness connector
terminal 3 and chassis ground

• Specification: below O.SV

Is voltage within specification?

EFKD0683

No I
Repair short to power in harness.

EFKD0013

I Proceed with ECM problem procedure.

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 DTC TROUBLESHOOTING PROCEDURES FLA -91
EC526F8E

P0261 Cylinder 1 - Injector circuit low(over current low side)

DTC P0262 Cylinder 1 - Injector circuit high(over current high side)
P0263 Cylinder 1 - Injector circuit balance(load drop is detected)

20
- r---\
B- I \
0 j

cardiagn.com
EFKD0684

DESCRIPTION The excess fuel, which was needed for opening the noz-
zle of injector, flows back to the tank through a collector
The injector of the Common Rail System is electronically line. The return fuel from the pressure-control valve and
controlled. It has been designed to allow multiple injec- from the low-pressure stage is also led into this collector
tion with short intervals, to be fully electronically controlled, line together with the fuel used to lubricate the high-pres-
and to release a small amount of heat. The nozzle of in- sure pump.
jector opens when the solenoid valve is triggered and per-
mits the flow of fuel. They inject the fuel directly into the
engine's combustion chamber. The fuel is stored in the
Rail ready for injection and the injected fuel quantity is de-
fined by the injector opening time and the rail pressure.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0261: Overcurrent on Low side
• P0262: Overcurrent on High side
• P0263: Breaking of injector wire, Injector is not closed normally.
- Open or short in
P0261
injector circuit
P0262
- Injector
P0263 Limp Home
- ECM
• Failure on one injector
- Engine running at low speed.
• If the engine runs with one injector's failure for many
hours, the engine can be damaged.
------
SPECIFICATIONS

I ln-~;c;;;------: Normal Parameter at room temp.(about 20,C)

~--- ------Re;~~~-~n-~-~ ----- ____ T____ -----0.3- 0.6Q ;_ _ _ _ _ _ _ _ _ _ ____,
l - - - - _:_ - -·-· .,------------------------------~
FLA -92 FUEL SYSTEM

SCHEMATIC DIAGRAM

Harness side connector

33 38 36 39 40 37 C230-2

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ECM

EFKD0685

SIGNAL WAVEFORM

INJECTOR 18 u
42G.7nU dt: 1.58nS MAX: G7.8 U

At the start of injection, a high pickup current is applied to

the injector so that the solenoid valve opens quickly. As soon
as the nozzle has opened completely, the energizing current
is reduced to a lower holding value. The injection is
terminated when the solenoid valve is no longer triggered
and closes as a result. The picture given is normal signal
waveform when engine speed is approximately 820 RPM.

EFKD0686
DTC TROUBLESHOOTING PROCEDURES FLA -93

INSPECTION PROCEDURES

1. CHECK INJECTOR AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0687

No I Repair orreplace tt.

EFKD0002

2. CHECK INJECTOR RESISTANCE

1. Turn ignition switch to OFF and wait for 30 seconds.
2. Disconnect injector connector.

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3. Measure resistance between terminals 1 and 2 of injector connector.

• Refer to "specifications" for more information.

Is resistance within specifications?

EFKD0688

No I Replace injector.
EFK00040

3. CHECK FOR OPEN IN HARNESS

1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between terminals 1 of injector harness connector
and 36 of ECM harness connector C230-2.
3. Measure resistance between terminals 2 of injector harness connector
and 33 of ECM harness connector C230-2.
C230-2
• Specification: below H2
Does resistance indicate continuity? I
EFKD0689

No I Repair open in harness.

EFKD0015
FLA -94 FUEL SYSTEM

4. CHECK FOR SHORT IN HARNESS

1. Measure resistance between terminals 1 and 2 of injector harness
connector.
2. Measure resistance between terminal 1 of injector harness connector
and chassis ground.
3. Measure resistance between terminal 2 of injector harness connector
and chassis ground.
• Specification: infinite
ECM
Does resistance indicate open?

EFKD0690

No Repair short or short circuit to chassis ground in harness.

EFKD0691

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5. CHECK INJECTOR SIGNAL
1. Connect Hi-Scan (Pro) to injector.
2. Start engine and monitor signal waveform of injector.
• Refer to "signal waveform" for more information.
Is signal waveform normal?

EFKD0692

No I Replace injector.
EFKD0040

/ Proceed with ECM problem procedure.

DTC TROUBLESHOOTING PROCEDURES FLA -95
EC37A5A6

P0264 Cylinder 2- Injector circuit low (over current low side)

DTC P0265 Cylinder 2 - Injector circuit high (over current high side)
P0266 Cylinder 2 - Injector circuit balance (load drop is detected)

20 I -
f--\
Bt- I \__~
.IJ \_______

cardiagn.com
EFKD0684

DESCRIPTION The excess fuel, which was needed for opening the noz-
zle of injector, flows back to the tank through a collector
The injector of the Common Rail System is electronically line. The return fuel from the pressure-control valve and
controlled. It has been designed to allow multiple injec- from the low-pressure stage is also led into this collector
tion with short intervals, to be fully electronically controlled, line together with the fuel used to lubricate the high-pres-
and to release a small amount of heat. The nozzle of in- sure pump.
jector opens when the solenoid valve is triggered and per-
mits the flow of fuel. They inject the fuel directly into the
engine's combustion chamber. The fuel is stored in the
Rail ready for injection and the injected fuel quantity is de-
fined by the injector opening time and the rail pressure.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0264: Overcurrent on Low side
• P0265: Overcurrent on High side
• P0266: Breaking of injector wire, Injector is not closed normally.
- Open or short in
P0264
injector circuit
P0265
- Injector
P0266 Limp Home
- ECM
• Failure on one injector
- Engine running at low speed.
* If the engine runs with one injector's failure for many
hours, the engine can be damaged.

SPECIFICATIONS

f Injector
-----------------------------
Normal Parameter at room temp. (About 20°C}
-
1
Resistance j' 0.3- 0.6Q
L ___________________ ·- ----- -·--···· - ··--- ----- ·-- ·----·-----· --- - - - - - - - - - - - - - - - - - - - - - - - -
FLA -96 FUEL SYSTEM

SCHEMATIC DIAGRAM

Harness side connector

33 38 36 39 40 37 C230-2

cardiagn.com
ECM

EFKD0685

SIGNAL WAVEFORM

INJECTOR 18 v
42&.7nV dt: 1.58nS MAH: &7.8 V

At the start of injection, a high pickup current is applied to

the injector so that the solenoid valve opens quickly. As soon
as the nozzle has opened completely, the energizing current
is reduced to a lower holding value. The injection is
terminated when the solenoid valve is no longer triggered
and closes as a result. The picture given is normal signal
waveform when engine speed is approximately 820 RPM.

EFKD0686
DTC TROUBLESHOOTING PROCEDURES FLA -97

INSPECTION PROCEDURES

1. CHECK INJECTOR AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFK00687

No I Repair or replace it.

EFKD0002

2. CHECK INJECTOR RESISTANCE

1. Turn ignition switch to OFF and wait for 30 seconds.

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2. Disconnect injector connector.
3. Measure resistance between terminals 1 and 2 of injector.

40 37 C23G-2
• Refer to "specifications" for more information.
ECM
Is resistance within specifications?

EFKD0693

No IReplace injector.

EFKD0040

3. CHECK FOR OPEN IN HARNESS

1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between terminals 2 of injector harness connector
and 37 of ECM harness connector C230-2.
3. Measure resistance between terminals 1 of injector harness connector
and 40 of ECM harness connector C230-2.
• Specification: below 1n
Does resistance indicate continuity?

EFKD0694

No IRepair open in harness.

EFKD0015
FLA -98 FUEL SYSTEM

4. CHECK FOR SHORT IN HARNESS

1. Measure resistance between terminals 1 and 2 of injector harness
connector.
2. Measure resistance between terminal 2 of injector harness connector
and chassis ground.
3. Measure resistance between terminal 1 of injector harness connector
and chassis ground.
• Specification: infinite
ECM
Does resistance indicate open?

EFKD0695

No Repair short or short to chassis ground in harness.

EFKD0087

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5. CHECK INJECTOR SIGNAL
1. Connect Hi-Scan (Pro) to injector.
2. Start engine and monitor signal waveform of injector.
• Refer to "signal waveform" for more information.
Is signal waveform normal?

EFKD0692

No IReplace injector.

EFKD0040

j Proceed with ECM problem procedure.

DTC TROUBLESHOOTING PROCEDURES FLA -99

E3A88AA3

P0267 Cylinder 3 - Injector circuit low(over current low side)

DTC P0268 Cylinder 3 - Injector circuit high(over current high side)
P0269 Cylinder 3 - Injector circuit balance(load drop is detected)

A
20 -

·-(\___ __ \
0 _j \__~ ---~-~--

cardiagn.com
EFKD0871

DESCRIPTION The excess fuel, which was needed for opening the noz-
zle of injector, flows back to the tank through a collector
The injector of the Common Rail System is electronically line. The return fuel from the pressure-control valve and
controlled. It has been designed to allow multiple injec- from the low-pressure stage is also led into this collector
tion with short intervals, to be fully electronically controlled, line together with the fuel used to lubricate the high-pres-
and to release a small amount of heat. The nozzle of in- sure pump.
jector opens when the solenoid valve is triggered and per-
mits the flow of fuel. They inject the fuel directly into the
engine's combustion chamber. The fuel is stored in the
Rail ready for injection and the injected fuel quantity is de-
fined by the injector opening time and the rail pressure.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspect area

Detecting Condition
• P0267 : Over current on Low side
• P0268 : Over current on High side
• P0269 : Breaking of injector wire, Injector is not closed normally. - Open or short in
P0267 injector circuit
P0268 - Injector
P0269 Limp Home - Intake system
• Failure on one injector - ECM
- Engine running at low speed.
* If the engine runs with one injector's failure for many
hours, the engine can be damaged.

SPECIFICATIONS

Injector Normal Parameter at room temp.(about 20°C)

Resistance 0.3 -0.6Q
FLA -100 FUEL SYSTEM
SCHEMATIC DIAGRAM

Harness side connector

33 38 36 39 40 37 C230-2

cardiagn.com
ECM

EFKD0685

SIGNAL WAVEFORM

INJECTOR 18 v
426.7MV dt: 1.58MS MAX: 67.8 V

At the start of injection, a high pickup current is applied to

the injector so that the solenoid valve opens quickly. As soon
as the nozzle has opened completely, the energizing current
is reduced to a lower holding value. The injection is
terminated when the solenoid valve is no longer triggered
and closes as a result. The picture given is normal signal
waveform when engine speed is approximately 820 RPM.

EFKD0686
DTC TROUBLESHOOTING PROCEDURES FLA -101

INSPECTION PROCEDURES

1. CHECK INJECTOR AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0687

No I Repair or replace H.

EFKD0002

2. CHECK INJECTOR RESISTANCE

1. Turn ignition switch to OFF and wait for 30 seconds.
2. Disconnect injector connector.

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3. Measure resistance between terminals 1 and 2 of injector.

39 37 C230-2
• Refer to "specifications" for more information.
ECM
Is resistance within specification?

EFKD0697

No IReplace injector.

EFKD0040

3. CHECK FOR OPEN IN HARNESS

1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between terminals 2 of injector harness connector
and 37 of ECM harness connector C230-2.
3. Measure resistance between terminals 1 of injector harness connector
and 39 of ECM harness connector C230-2.
• Specification: below 1n
Does resistance indicate continuity?

EFKD0698

No IRepair open in harness.

EFKD0015
FLA -102 FUEL SYSTEM

4. CHECK FOR SHORT IN HARNESS

1. Measure resistance between terminals 1 and 2 of injector harness
connector.
2. Measure resistance between terminal 2 of injector harness connector
and chassis ground.
3. Measure resistance between terminal1 of injector harness connector
and chassis ground.
• Specification: infinite
ECM
Does resistance indicate open?

EFKD0699

No Repair short or short to chassis ground in harness.

EFKD0087

cardiagn.com
5. CHECK INJECTOR SIGNAL
1. Connect Hi-Scan (Pro) to injector.
2. Start engine and monitor signal waveform of injector.
• Refer to "signal waveform" for more information.
Is signal waveform normal?

EFKD0692

No IReplace injector.

EFKD0040

IProceed with ECM problem procedure.

- --- --- ·----- ----·---------------------------

DTC TROUBLESHOOTING PROCEDURES FLA -103

E849AAFF

P0270 Cylinder 4 - Injector circuit low (over current low side)

DTC P0271 Cylinder 4 - Injector circuit high (over current high side)
P0272 Cylinder 4 - Injector circuit balance (load drop is detected)

A
20 -

0
r

cardiagn.com
EFKD0684

DESCRIPTION The excess fuel, which was needed for opening the noz-
zle of injector, flows back to the tank through a collector
The injector of the Common Rail System is electronically line. The return fuel from the pressure-control valve and
controlled. It has been designed to allow multiple injec- from the low-pressure stage is also led into this collector
tion with short intervals, to be fully electronically controlled, line together with the fuel used to lubricate the high-pres-
and to release a small amount of heat. The nozzle of in- sure pump.
jector opens when the solenoid valve is triggered and per-
mits the flow of fuel. They inject the fuel directly into the
engine's combustion chamber. The fuel is stored in the
Rail ready for injection and the injected fuel quantity is de-
fined by the injector opening time and the rail pressure.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P0270: Overcurrent on Low side
• P0271: Overcurrent on High side
• P0272: Breaking of injector wire, Injector is not closed normally.
- Open or short in
P0270
injector circuit
P0271
- Injector
P0272 Limp Home
- ECM
• Failure on one injector
- Engine running at low speed.
* If the engine runs with one injector's failure for many
hours, the engine can be damaged.

SPECIFICATIONS

Injector Normal Parameter at room temp. (About 20°C}

Resistance 0.3- 0.6Q
FLA -104 FUEL SYSTEM
SCHEMATIC DIAGRAM

Harness side connector

33 38 36 39 40 37 C230-2

cardiagn.com
ECM

EFKD0685

SIGNAL WAVEFORM

INJECTOR 18 u
426.7~U dt: 1.58~8 MAX: 67.8 U

At the start of injection, a high pickup current is applied to

the injector so that the solenoid valve opens quickly. As soon
as the nozzle has opened completely, the energizing current
is reduced to a lower holding value. The injection is
terminated when the solenoid valve is no longer triggered
and closes as a result. The picture given is normal signal
waveform when engine speed is approximately 820 RPM.

EFKD0686
DTC TROUBLESHOOTING PROCEDURES FLA -105

INSPECTION PROCEDURES

1. CHECK INJECTOR AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0687

No I Repair or replace it.

EFKD0002

2. CHECK INJECTOR RESISTANCE

1. Turn ignition switch to OFF and wait for 30 seconds.
2. Disconnect injector connector.

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3. Measure resistance between terminals 1 and 2 of injector.

38 36 C230-2
• Refer to "specifications" for more information.
ECM
Is resistance within specification?

EFKD0701

No IReplace injector.

EFKD0040

3. CHECK FOR OPEN IN HARNESS

1. Turn ignition switch to OFF and disconnect ECM connector.
(])OFF '-----0---o---'

c[J~_
___I:~,
2. Measure resistance between terminals 2 of injector harness connector
and 36 of ECM harness connector C230-2.
3. Measure resistance between terminals 1 of injector harness connector
and 38 of ECM harness connector C230-2.
• Specification: below 1n
Does resistance indicate continuity? I ECM I
EFKD0702

No IRepair open in harness.

EFKD0015
FLA -106 FUEL SYSTEM

4. CHECK FOR SHORT IN HARNESS

1. Measure resistance between terminals 1 and 2 of injector harness
connector.
2. Measure resistance between terminal 2 of injector harness connector
and chassis ground.
3. Measure resistance between terminal 1 of injector harness connector
and chassis ground.
• Specification: infinite
ECM
Does resistance indicate open?

EFKD0703

No Repair short or short to chassis ground in harness.

EFKD0087

cardiagn.com
5. CHECK INJECTOR SIGNAL
1. Connect Hi-Scan (Pro) to injector.
2. Start engine and monitor signal waveform of injector.
• Refer to "signal waveform" for more information.
Is signal waveform normal?

EFKD0692

No IReplace injector.

EFKD0040

j Proceed with ECM problem procedure.

DTC TROUBLESHOOTING PROCEDURES FLA -107

E4A5A1EF

P0336 Crankshaft position sensor A circuit range I performance

P0341 Camshaft position sensor A circuit range I performance (single sensor)
DTC
P0343 Camshaft position sensor A circuit high input
P1300 Synchronization error (CKPICMP plausibility )

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EFKD0705

DESCRIPTION reference to the upper dead point of compression of cylin-

der and sends this signal, based on which the ECM deter-
Piston position on combustion chamber is the substantial mines the injection sequence of each cylinder and the fuel
to define the starting of injection timing. All engine pistons injection timing.
are connected to crankshaft by connecting rod. Crank-
shaft position sensor (CKPS) senses the information con-
cerning all piston positions and uses this signal to calcu-
late the injection timing and engine speed. Camshaft po-
sition sensor (CMPS) senses the position of camshaft in

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P0336: The instantaneous change of CKPS signal is excessive.
• P0341: CMPS signal is not detected. - Open or short in
P0336
• P0343: The speed calculated by CMPS signal is too high CKPS/CMPS circuit
P0341
• P1300: Invalid CKPS signal is detected as compared with CMPS signal. - CKPS/CMPS
P0343
- Timing system
P1300
- ECM
Limp Home
• None
FLA -108 FUEL SYSTEM

SCHEMATIC DIAGRAM

CKPS

I\\ \\I G
~---------
I

---------
,_
~

·-
I

'I/ 'I/ 'I/

3 --------2 --------1

Harness side connector

C230-2 18
---------19 ---------
20

\/
+Signal
\{

-Signal
----
Shield

cardiagn.com
ECM

EFKD0706

Junction Block

Harness side connector 3 ------------ 2

23 22 C230-2

\V
Signal

ECM

EFKD0707
DTC TROUBLESHOOTING PROCEDURES FLA -109

SIGNAL WAVEFORM

C](P/CMP(ANALO 5.8 IJ

The given data is the normal waveform of the Crankshaft

position sensor (CKPS) and the Camshaft position sensor
(CMPS). The ECM controls the injection sequence of each
cylinder and the fuel injection timing. If the signal of CKPS
keeps its consistency, then it is hard to find the starting and
ending points. Therefore, two teeth are taken out from the
crank one called long tooth( or missing tooth) and the other
called short tooth. By using the long tooth, Top Dead Center
is found. RPM is calculated by number of long tooth at one
revolution of engine.

EFKD0708

INSPECTION PROCEDURES

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1. CHECK CKPS/CMPS AND ECM FOR CONNECTORS
1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0709

No I Repair or replace it

EFKD0002

2. CHECK CKPS SIGNAL

1. Connect Hi-Scan (Pro) to CKPS signal harness.
2. Start engine and monitor signal waveform of CKPS with normal operating temperature.
• Refer to "signal waveform" for more information.
Is signal normal?

EFKD0710

No I Replace CKPS.
EFKD0215
FLA -110 FUEL SYSTEM

3. CHECK FOR OPEN IN CKPS HARNESS

1. Turn ignition to OFF and disconnect CKPS and ECM connectors.
2. Measure resistance between terminals 3 of CKPS harness connector
and 18 of ECM harness connector C230-2.
3. Measure resistance between terminals 2 of CKPS harness connector
and 19 of ECM harness connector C230-2.
4. Measure resistance between terminals 1 of CKPS harness connector
and 20 of ECM harness connector C230-2
• Specifications: below 1n
Does each resistance indicate continuity?

EFKD0711

No I
Repair open in harness.

EFKD0015

cardiagn.com
4. CHECK FOR SHORTTO GROUND IN CKPS HARNESS
1. Turn ignition switch to OFF.
2. Measure resistance between terminal 3 of CKPS harness connector
and chassis ground.
3. Measure resistance between terminals 3 and 1 of CKPS harness
connector.
• Specifications: infinite
ECM
Does each resistance indicate open?

EFKD0712

No Repair short or short to chassis ground in harness.

EFKD0087
DTC TROUBLESHOOTING PROCEDURES FLA -111

5. CHECK FOR SHORTTO GROUND IN CKPS HARNESS

1. Turn ignition switch to OFF.
2. Measure resistance between terminal 2 of CKPS harness connector
and chassis ground.
3. Measure resistance between terminals 2 and 1 of CKPS harness
connector.
• Specifications: infinite
ECM
Does each resistance indicate open?

EFKD0713

No Repair short or short to chassis ground in harness.

EFKD0087

cardiagn.com
6. CHECK POWER VOLTAGE TO CMPS ~ON~
1. Turn ignition switch to OFF and disconnect CMPS connector. \('_,) ~
2. Turn ignition switch to ON and measure voltage between terminal 1
of CMPS harness connector and chassis ground.

• Specifications: approximately 8+
Is voltage within specification?

EFKD0714

No Repair open or short to chassis ground in harness.

EFKD0042

7. CHECK CMPS SIGNAL

1. Turn ignition switch to OFF and reconnect CMPS connector.
2. Connect Hi-Scan (Pro) to CMPS signal harness.
3. Start engine and monitor signal waveform of CMPS with normal operating temperature.
• Refer to "signal waveform" for more information.
Is signal normal?

EFKD0715

No I
Replace CMPS.

EFKD0716
FLA -112 FUEL SYSTEM

CVFF~
8. CHECK FOR OPEN IN CMPS HARNESS
1. Turn ignition switch to OFF.
2. Measure resistance between terminals 2 of CMPS harness connector
and 22 of ECM harness connector C230-2.
3. Measure resistance between terminals 3 of CMPS harness connector
~----1. ~B+
2

and 23 of ECM harness connector C230-2 23 22

• Specifications: below 10
-----J C230·2

Does each resistance indicate continuity? I ECM I

EFKD0717

No I Repair open in harness.

EFKD0015

00N ~

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9. CHECK FOR SHORTTO POWER IN CMPS HARNESS
1. Turn ignition switch to ON.
2. Measure voltage between terminal2 of CMPS harness connector

~ I r:
~2
and chassis ground.

)22
~B+
C230-2
• Specifications: below 0.5V
= ECM
Is voltage within specifications?

EFKD0718

No I Repair short to power in harness.

EFKD0013

10. CHECK FOR SHORT TO GROUND IN CMPS HARNESS

1. Turn ignition switch OFF.
2. Measure resistance between terminal 2 of CMPS harness connector
and chassis ground.
3. Measure resistance between terminals 2 and 3 of CMPS signal
harness connector
• Specifications: infinite
ECM
Does each resistance indicate open?

EFKD0719

No Repair short or short to chassis ground in harness.

EFKD0087
DTC TROUBLESHOOTING PROCEDURES FLA -113

11. CHECK TIMING SYSTEM

1. Check timing belt is correctly mounted on the pulley.
2. Check timing belt for uneven wear, fraying, peeling, cracking and hardening.
Is timing system okay?

EFKD0720

No IRepair or replace it.

EFKD0002

I Proceed with ECM problem procedure.

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FLA-114 FUEL SYSTEM
EA792E2B

P0401 Exhaust gas recirculation flow insufficient detected

P0402 Exhaust gas recirculation flow excessive detected
DTC
P0405 Exhaust gas recirculation flow A circuit low
P0406 Exhaust gas recirculation flow A circuit high

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EFKD0721

DESCRIPTION and accel position. Depending upon the engine's operat-

ing point, the air/gas mass drawn into the cylinders can be
The exhaust-gas recirculation (EGR) system is designed composed of up to 40% exhaust gas. Using the signal gen-
to introduce exhaust gas into the engine's intake manifold. erated by the ECM control circuit, the EGR valve opens so
Up to a certain degree, this system enables to reduce the that exhaust gas can flow into the intake manifold. If the
formation of oxides of nitrogen (NOx) by cooling the com- EGR valve begins to clog or only partially opens, its flow
bustion process. EGR solenoid valve will not open under will be reduced and emissions will increase.
ail driving conditions. For it to cycle, the engine must be at
normal operating temperature and not under heavy load.
The amount and timing of exhaust gas introduced into the
combustion cycle varies by such factors as engine vac-
uum, exhaust system back pressure, coolant temperature

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P0406 : Short circuit to power supply line.
• P0405 : Breaking of wire. - Open or short in EGR
P0401 • P0402 : ( *Qt - *Qm) ~ 320mg/stroke solenoid valve circuit
P0402 • P0401 : ( *Qt - *Qm) ~ -220mg/stroke - EGR solenoid valve
P0405 *Qt : the target intake air quantity *Qm : the measured intake air quantity - Vacuum leakage
P0406 - MAFS
- ECM
Limp Home
• None
DTC TROUBLESHOOTING PROCEDURES FLA -115

SCHEMATIC DIAGRAM

Junction Block

EGR
Solenoid
Valve

Harness side connector

C230-1

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ECM

EFKD0722

SIGNAL WAVEFORM

EGR SHSR 5.8 IJ

IH:-381.8niJ CUR: 13.2 IJ MAX: 14.? IJ

Most commonly used EGR solenoid valve is the mechanical

type which the valve is opened by the under-pressure of
surge tank. And opening value is controlled not to have big
engine vibration. EGR solenoid valve operation can be
checked only when operated. The left signal waveform is
EGR operating state when idling.

EFKD0723
FLA -116 FUEL SYSTEM

INSPECTION PROCEDURES

1. PROBLEM VERIFICATION
1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate EGR solenoid valve by Actuator Test mode of Hi-Scan(Pro).
Does EGR solenoid valve function normally?

EFKD0724

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFK00017

2. CHECK EGR SOLENOID VALVE AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,

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contamination, deterioration, or damage.
Are all connectors good?

EFKD0725

No IRepair or replace it.

EFKD0002

3. CHECK VACUUM LEAKAGE

1. Check leakage in vacuum hoses.
Is vacuum leakage detected?

EFKD0726

Yes IRepair or replace IT.

EFK00417
DTC TROUBLESHOOTING PROCEDURES FLA -117

4. CHECK EGR SOLENOID VALVE

1. Turn ignition switch to OFF.
2. Measure resistance between terminals 1 and 2 of EGR solenoid valve connector.
• Specification: 14- 170
Is resistance within specification?

EFKD0727

Yes I
Replace the EGR solenoid valve.

EFKD0869

5. CHECK BATTERY VOLTAGE TO EGR SOLENOID VALVE

1. Turn ignition switch to OFF and disconnect EGR solenoid valve connector.
00N I EGR
2. Turn ignition switch to ON and measure voltage between terminal 2

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of EGR solenoid valve harness connector and chassis ground.
B+

• Specification: approximately B+
-
Is voltage within specification? ECM

EFKD0728

No Repair open or short to chassis ground in harness.

EFKD0042

6. CHECK FOR SHORT IN HARNESS TO GROUND

1. Turn ignition switch to OFF and disconnect ECM connector.
CDOFF I EGR I
2. Measure resistance between terminal 1 of EGR solenoid valve
harness connector and chassis ground.
1 ~B+
16
C230-1
• Specifications: infinite
Does resistance indicate open? = I ECM I
EFKD0729

No Repair short to chassis ground in harness.

EFKD0011
FLA -118 FUEL SYSTEM

7. CHECK FOR OPEN IN HARNESS

1. Measure resistance between terminals 1 of EGA solenoid valve
(])OFF I EGA I
harness connector and 16 of ECM harness connector C230-1.

• Specifications: below 1!1

U 1
16
~B+
C230-1

Does resistance indicate continuity? I ECM I

EFKD0730

No I
Repair open in harness.

EFKD0015

8. CHECK FOR SHORTTO POWER IN HARNESS

00N I I

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EGA
1. Turn ignition switch to ON.
2. Measure voltage between terminal 1 of EGA solenoid valve harness
connector and chassis ground.
1 ~B+
16
C23Q-1
• Specification: below O.SV
Is voltage within specification?
-= I ECM I
EFKD0731

No I
Repair short to power in harness.

EFKD0013
DTC TROUBLESHOOTING PROCEDURES FLA -119

9. CHECK MASS AIR FLOW SENSOR

1. Check the Mass air flow sensor(MAFS) for the following items:
• MAFS error
• Open or short in MAFS circuit
• Refer to "DTC P0100, P0101, P0102, P0103 (Mass air flow sensor malfunction)"
for a detailed inspection procedure.
Is the MAFS okay?

EFKD0732

No I Replace MAFS.
EFKD0059

I Proceed with ECM problem procedure.

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FLA -120 FUEL SYSTEM

EE90B22F

P0501 Vehicle speed sensor range I performance

DTC
P0503 Vehicle speed sensor intermittent I high

DESCRIPTION computing the vehicle speed and the speed display on the
tachometer as well.
The function of vehicle speed sensor (VSS} is to sense
the tooth signal in T/M housing (4 pulses signal for every
revolution of the rotor shaft} and send relevant signal to
the Engine control module(ECM}. The signal is used for

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P0501 : The vehicle speed ~ 13.84 kmlh (at engine rpm
~ 4000 rpm, fuel quantity ~ 45 cc}
• P0503 : The calculated vehicle speed ~ 240 km/h - Open or short in VSS
P0501 circuit
P0503 - vss

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Limp Home - ECM
• Clutch error monitoring is prohibited.
• Cruise control is prohibited.
• No idle correction at low battery voltage.

SCHEMATIC DIAGRAM

B+

~A.AA.
T
0 Vehicle
Speed
Sensor

'/
vv ,[/
Harness side connector 1
------------2
-::::::-

49 C230-1

\/
Signal

ECM

EFKD0734
DTC TROUBLESHOOTING PROCEDURES FLA -121

SIGNAL WAVEFORM

GENERAL SENSO 2.8 IJ GENERAL SENSO 28 ...s

N:-3&2.5niJ MAX: 18.3 U MAX: 18.4 IJ

VSS generates a frequency that is proportional to the speed of the vehicle. When the vehicle is moving at a relatively
low velocity, the sensor generates signal with a low frequency (the left signal waveform). While the vehicle velocity
increases, the sensor generates signal with a higher frequency (the right signal waveform). Vehicle speed signal

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should be detected in driving and should be always constant at stop.

EFKD0735

INSPECTION PROCEDURES

1. CHECK VSS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0736

No I Repair or replace H.

EFKD0002
FLA -122 FUEL SYSTEM

2. CHECK POWER VOLTAGE TO VSS ~ON~

1. Turn ignition switch to OFF and disconnect VSS connector. '<._) ~
2. Turn ignition switch to ON and measure voltage of VSS between
terminal 3 of VSS harness connector and chassis ground.
B+

• Specification: approximately B+
Is voltage within specification?
ECM

EFK00737

No Repair open or short to chassis ground in harness.

EFK00042

3. CHECK FOR OPEN IN HARNESS

(]JOFF~

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1. Turn ignition switch to OFF and disconnect VSS and ECM connector. ~
@l1 :::. ~B+ ~
2. Measure resistance harness between terminals 2 of VSS harness
connector and terminal49 of ECM harness connector C230-1.
3. Measure resistance between terminal 1 of VSS harness connector
and chassis ground.
• Specification: below 1n
Does resistance indicate continuity? r~ ECM I<»»'
EFKD0738

No I
Repair open in harness.

EFK00015

4. CHECK FOR SHORTTO POWER IN HARNESS

1. Turn ignition switch to ON.
2. Measure voltage between terminal 2 of VSS harness connector
and chassis ground.

C230-1
• Specification: below O.SV
Is voltage within specification? I
EFKD0739

No I Repair short to power in harness.

EFKD0013
DTC TROUBLESHOOTING PROCEDURES FLA -123

5. CHECK FOR SHORTTO GROUND IN HARNESS

1. Turn ignition switch to OFF.
2. Measure resistance between terminal 2 of VSS harness connector
and chassis ground.
3. Measure resistance between terminals 2 and 1 of VSS signal harness
connector.
• Specification: infinite
ECM
Does resistance indicate open?

EFKD0740

No Repair short or short to chassis ground in harness.

EFKD0087

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6. CHECK VSS SIGNAL
1. Turn ignition switch to OFF and reconnect VSS connector.
2. Connect Hi-Scan (Pro) to VSS signal harness.
3. Using Hi-Scan (Pro), monitor vehicle speed sensor's signal at driving.
• Refer to "signal waveform" for more information.
Is signal waveform normal?

EFKD0741

No IReplace VSS.

EFKD0742

IProceed with ECM problem procedure.

FLA -124 FUEL SYSTEM
E9534E46

Battery Voltage
P0562 System voltage low
DTC
P0563 System voltage high

DESCRIPTION ground to one side of coil of engine control relay and the
other side is connected to battery. The ECM monitors bat-
The charging system includes a battery, generator with a tery voltage and the voltage after engine control relay.
built in regulator, the charging indicator light, and connect-
ing wiring. The generator uses diodes to rectify alternat-
ing current (AC) to direct current (DC). The ECM provides

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P0562 : Battery voltage < 6V
P0562
• P0563 : Battery voltage > 17.5V - Battery

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- Charging system
P0563
- ECM
Limp Home
• Default value : 7.9V

INSPECTION PROCEDURES

1. CHECK BATTERY CONNECTOR AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0743

No I Repair or replace it.

EFKD0002

2. CHECK CHARGING SYSTEM

1. Check charging system (including battery) for proper operation.
• Refer to "Charging System" of Engine Electrical System Group in Shop Manual.
Is charging system okay?

EFKD0744

No I Repair or rep-la_c_e_i_t._ _ _ _ _ _ __
-------------------------
_j
DTC TROUBLESHOOTING PROCEDURES FLA -125

3. CHECK BATTERY VOLTAGE

1. Turn ignition switch to ON.
2. Measure voltage of battery.
• Specification : B+
Is battery voltage too low?

EFKD0745

Yes I
Replace H.

EFKD0423

IProceed with ECM problem procedure.

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FLA -126 FUEL SYSTEM

E3AB7BEE

EEPROM and configuration

P0601 Internal control module memory check sum error
DTC P0602 Control module programming error
P0603 Internal control module keep alive memory error

DESCRIPTION a string of data. By comparing the checksum value with a

stored value, a malfunction can be detected.
An ECM ROM malfunction is detected by using a check-
sum technique for verifying data. Digital data is composed
of zeros and ones. A checksum is the total of all ones in
DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P0601 : Checksum - checksum not correct
• P0602 : Data writing error
P0601
• P0603 : EEPROM does not answer, code word incorrect or missing

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P0602 - ECM
P0603
Limp Home
• None

INSPECTION PROCEDURES

• Internal fault. There is no inspection of service possible for this diagnostic trouble code.
• Temporarily install a good ECM and check for proper operation. If problem is corrected, replace ECM.
DTC TROUBLESHOOTING PROCEDURES FLA -127

E250FFFA

DTC P0703 IStop Lamp(Brake) S/W Malfunction

DESCRIPTION steel lines to a wheel cylinder at each wheel. Hydraulic
pressure to each wheel cylinder is used to force friction
Brake has an energy-absorbing mechanism that converts materials against the brake drum. The ECM senses the
vehicle movement into heat to stop rotating wheels. Brak- state of brake operating through brake switch.
ing system is designed to reduce the speed and stop mov-
ing vehicle. The driver exerts a force on a brake pedal and
the force on the brake pedal pressurizes brake fluid in a
master cylinder. This hydraulic force is transferred through

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• The relations between brake signal 1 and 2 are abnormal. - Open or short in Brake
switch circuit
P0703
- Brake switch
Limp Home - ECM

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• None

SCHEMATIC DIAGRAM

( ): with cruise system

Battery voltage Battery voltage

4(3)

.,-.
2

CITD
/I" /I"
'7'__________ -.-, Brake
switch

~
LillJ 'V
3(4)
--"IL
1
Harness side connector

54 59 C230-

\1 \V
Signal2 Signal1

ECM

EFKD0748
FLA -128 FUEL SYSTEM

INSPECTION PROCEDURES

1. CHECKBRAKES~NAL

1. Connect Hi-Scan (Pro) to data link connector.

2. Check brake signal on current data in Hi-Scan (Pro).
Does brake signal change from OFF to ON when brake pedal is depressed?

EFKD0749

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK BRAKE S/W AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,

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contamination, deterioration, or damage.
Are all connectors good?

EFKD0750

Yes IRepair or replace H.

EFKD0417

3. CHECK POWER TO BRAKE S/W

1. Turn ignition switch to OFF and disconnect brake switch connector.
2. Turn ignition switch to ON and measure voltage between the terminal2
of brake switch harness connector and chassis ground.
3. Turn ignition switch to ON and measure voltage between the terminal 4(3) B+
of brake switch harness connector and chassis ground.
• Specification: approximately B+
Is voltage within specification?
ECM

EFKD0751

No Repair open or short to chassis ground in harness.

EFKD0042
DTC TROUBLESHOOTING PROCEDURES FLA -129

4. CHECK BRAKE SWITCH

1. Turn ignition switch OFF and check resistance of brake switch.
• In case the brake pedal is released
- Between the terminals 1 and 2 of brake slw connector
:infinite
- Between the terminals 3(4) and 4(3) of brake s/w connector
:belowHl
• In case the brake pedal is depressed
- Between the terminals 1 and 2 of brake s/w connector
:below 1n
-Between the terminals 3(4) and 4(3) of brake s/w connector
:infinite
Is resistance within specification?

EFKD0752

No IReplace brake switch.

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EFKD0753

5. CHECK FOR OPEN IN HARNESS

1. Turn ignition switch to OFF and disconnect ECM connector.
CD
OFF
Brake Switch

€il(3~~
2. Measure resistance between the terminal 1 of brake switch harness
connector and the terminal 59 of ECM harness connector.
3. Measure resistance between the terminal 3(4) of brake switch harness
connector and the terminal 54 of ECM harness connector.
• Specification: below 1n
Does resistance indicate continuity? I ECM I
EFKD0754

No IRepair open in harness.

EFKD0015
FLA -130 FUEL SYSTEM

6. CHECK FOR SHORTTO POWER IN HARNESS

1. Turn ignition switch to ON.
00N
r,~v~r~:I-4(3~B·
2. Measure voltage between the terminal 1 of brake switch harness
connector and chassis ground.
3. Measure voltage between the terminal 3(4) of brake switch harness
connector and chassis ground.
• Specification: below O.SV
1: ~ C230-1

Is voltage within specification? I ECM I

EFKD0755

No I Repair short to power In harness.

EFKD0013

7. CHECK FOR SHORTTO GROUND IN HARNESS OFF

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(]) Brake Switch
1. Turn ignition switch to OFF.

loV1--,:r-4(3~B·
2. Measure resistance between the terminal 1 of brake switch harness
connector and chassis ground.
3. Measure resistance between the terminal3(4) of brake switch harness
connector and chassis ground.
• Specification: infinite
'T _j C23~1
Does resistance indicate open? I ECM I
EFKD0756

No Repair short to chassis ground in harness.

EFKD0011

I Proceed with ECM problem procedure.

DTC TROUBLESHOOTING PROCEDURES FLA -131

E8AA41CB

DTC P0704 I Clutch Pedal S/W Malfunction

DESCRIPTION the clutch pedal, the friction disk moves away from the fly-
wheel by the clutch fork. So, no torque can flow through
The clutch is located between the engine and the trans- the clutch and gears can be shifted safely and easily. The
mission. When the clutch is engaged, the friction disk ECM senses the state of clutch through clutch switch.
is clamped tightly between the flywheel and the pressure
plate inside clutch cover assembly. And the friction disk
turns with the flywheel. When the driver pushes down

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• Clutch switch is not operated.
- There is no change of the clutch switch signal while vehicle - Open or short in Clutch
is accelerated to 80 km/h(50mi/h} switch circuit
P0704
- Clutch switch
- ECM

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Limp Home
• None

SCHEMATIC DIAGRAM

l -~
2
Clutch
Switch

Harness side connector

-==- 61 C230-<l230-1

\V
Signal

ECM

EFKD0758
FLA -132 FUEL SYSTEM

INSPECTION PROCEDURES

1. CHECK CLUTCH SWITCH AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFK00759

No IRepair or replace it.

EFK00002

2. CHECK CLUTCH SWITCH FOR NORMAL OPERATION

1. Turn ignition switch to OFF and disconnect clutch switch connector.

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2. Measure resistance between the terminals 1 and 2 of clutch switch
connector without pushing clutch switch.
• Specification: 0- 1n
3. Measure resistance between the terminals 1 and 2 of clutch switch
connector with clutch switch pushed. r-~J6_1____~C~23~1

• Specification: infinite ECM

Does each resistance within Specification?

EFKD0760

No IReplace clutch swijch.

EFKD0761

3. CHECK FOR OPEN IN HARNESS ([)OFF~

1. Disconnect ECM connector.

~~~
2. Measure resistance between the terminals 2 of clutch switch
harness connector and 61 of ECM harness connector.
3. Measure resistance between the terminal 1 of clutch switch harness
connector and chassis ground.
~61 ~~30-Y
• Specification: below 1Q
Does resistance indicate continuity?
I ECM I-
EFKD0762

No I Repair the open in harness.

EFKD0763
DTC TROUBLESHOOTING PROCEDURES FLA -133

4. CHECK FOR SHORT TO GROUND IN HARNESS

1. Measure resistance between the terminal 2 of clutch switch
harness connector and chassis ground.
2. Measure resistance between the terminals 1 and 2 of clutch switch
harness connector.

• Specification : infinite
Does each resistance within Specification? ECM

EFKD0764

No I Repair the short in harness.

EFKD0765

j Proceed with ECM problem procedure.

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FLA -134 FUEL SYSTEM

E1711B2B

P1182 Fuel Pressure Regulator Short

DTC P1183 Fuel Pressure Regulator Open
P1184 Fuel Pressure Regulator Power Stage Error

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EFKD0766

DESCRIPTION is influenced by engine speed, flow demand, rail pressure

demand, measured rail pressure, etc.
The Fuel Pressure Regulator is used to control the rail
pressure by regulating the amount of fuel that is sent to
the pumping element of the high-pressure pump. The
Fuel Pressure Regulator is controlled by an electric cur-
rent. The ECM determines the value of the current which

DTC DETECTING CONDITION

DTC No Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1182: Short circuit to power supply line.
• P1183: Breaking of wire - Fuel Pressure Regulator
P1182
• P1184: Power stage error - Open or short in Fuel
P1183
Pressure Regulator circuit
P1184
- ECM
Limp Home
• Limit of fuel injection( engine power comes to be smaller than normal}

SPECIFICATIONS

Fuel Pressure Regulator Normal Parameter (at 20°C( 68°F})

Resistance 2.07- 2.53Q
DTC TROUBLESHOOTING PROCEDURES FLA -135

SCHEMATIC DIAGRAM

Fuel
Pressure
Regulator

Harness side connector Twist

Wire

C230-2

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ECM

EFKD0767

INSPECTION PROCEDURES

1. CHECK FUEL PRESSURE REGULATOR FOR WORKING

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate fuel pressure regulator by Actuator Test mode of Hi-Scan (Pro).
Dose fuel pressure regulator function normally?

EFKD0768

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017
FLA -136 FUEL SYSTEM

2. CHECK FUEL PRESSURE REGUALTOR AND ECM CONNECTORS

1. Turn ignition to OFF.
2. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0769

No IRepair orreplace it.

EFKD0002

3. CHECK FUEL PRESSURE REGULATOR

1. Turn ignition switch to OFF.
2. Measure resistance between the terminals 1 and 2 of Fuel Pressure

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Regulator connector.

• Specification: approximately 2.07 - 2.530 at 20.C(68.F)

ECM
Is resistance within specification?

EFKD0770

No Repair or replace the Fuel Pressure Regulator.

EFKD0771

4. CHECK FOR SHORT TO CHASSIS GROUND IN HARNESS

1. Disconnect ECM connector.
2. Measure resistance between the terminal1 of Fuel Pressure Regulator
harness connector and chassis ground.
3. Measure resistance between the terminal 2 of Fuel Pressure Regulator
-I,
Regulator
1

harness connector and chassis ground. 27

C230-2
• Specifications: infinite
Does resistance indicate open?
ECM
I
EFKD0772

No Repair short to chassis ground in harness.

EFKD0011
DTC TROUBLESHOOTING PROCEDURES FLA -137

5. CHECK FOR OPEN IN HARNESS

1. Measure resistance between the terminals 1 of Fuel Pressure Regulator
(DoFF I Regulator I
harness connector and 27 of ECM harness connector.
2. Measure resistance between the terminals 2 of Fuel Pressure Regulator
harness connector and 28 of ECM harness connector.

• Specifications: below 1Q
U 2 r·1
28
------
27
C230-2

Does resistance indicate continuity? I ECM I

EFKD0773

No I
Repair open in hamess.

EFKD0015

IProceed with ECM problem procedure.

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FLA -138 FUEL SYSTEM

ECF3011B

P1185 Maximum Pressure Exceeded

P1186 Minimum Pressure at Engine Speed Too Low
DTC P1187 Regulator Valve Stick
P1188 Leakage
P1189 Governor Deviation at Engine Speed Too High

DESCRIPTION If the rail pressure is too low, the Fuel pressure regulator
closes. Fuel pressure regulator is installed in the tail end
The ECM determines the rail pressure value as a function of high-pressure accumulator (rail).
of the engine's operating conditions and controls the Fuel
pressure regulator to ensure that the rail pressure reaches
the required value. If the rail pressure is excessive, the
Fuel pressure regulator opens and a portion of the fuel
returns from the rail to the fuel tank via a collector line.

DTC DETECTING CONDITION

Detecting Condition & Limp Home Suspected area

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DTCNo
Detecting Condition
• P1185: The fuel pressure > 1450 bar
• P1186: The fuel pressure measured is lower than the minimum
pressure mapped at each engine speed.
- Fuel filter
• P1187: The duty value of Fuel pressure regulator is below 10% and - Injector
Fuel pressure measured > fuel pressure mapped + 250 bar
P1185 - Electric fuel pump
P1186 • P1188: The duty value of Fuel pressure regulator is over 79% and - Rail pressure sensor
Fuel pressure measured + 250 bar < fuel pressure mapped
P1187 - Fuel pressure regulator
P1188
• P1189: The fuel pressure measured dose not reach the appropriate - High pressure pump
rail pressure at each engine speed.
P1189 - Fuel leakage in fuel
supply system
Enable Condition
- ECM
- Engine speed > 700 rpm

Limp Home
• None

SPECIFICATIONS

Normal Parameter
High Pressure Pump
Engine idle state after engine warming up
Rail pressure 220 - 300 bar (22 - 30 Mpa)
DTC TROUBLESHOOTING PROCEDURES FLA -139

INSPECTION PROCEDURES

1. CHECK FUEL SUPPLY SYSTEM

1. Turn ignition to OFF.
2. Inspect the fuel supply system for the following items:
• Fuel leakage
• Connection of each component
Are these items okay?

EFKD0774

No I Repair orreplace it.

EFKD0002

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2. CHECKTHE ELECTRIC FUEL PUMP
1. Check the electric fuel pump for the following items:
• Electric fuel pump error
- Apply battery voltage to the electric fuel pump drive connector to check if the pump operates.
• Open or short in electric fuel pump relay circuit
- Refer to "DTC P0231 and P0232 (Electric fuel pump relay malfunction)"
for a detailed inspection procedure.
Is the electric fuel pump okay?

EFKD0775

No I Replace the electric fuel pump.

EFKD0776

3. CHECKTHE FUEL FILTER CARTRIDGE

1. Check the fuel filter cartridge's replacement term.
• Fuel filter cartridge's replacement term: every 15,000 km
Is the replacement term over?

EFKD0777

Yes Replace the filter cartridge with a genuine part.

EFKD0778
FLA -140 FUEL SYSTEM

4. CHECK RAIL PRESSURE SENSOR

1. Check the rail pressure sensor for the following items:
• Rail pressure sensor error
• Open or short in rail pressure sensor circuit
• Refer to "DTC P0190, P0192 and P0193 (Rail pressure sensor circuit malfunction)"
for a detailed inspection procedure.
Is the rail pressure sensor okay?

EFKD0779

No I Replace the rail pressure sensor.

EFKD0780

5. CHECK INJECTOR

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1. Check the injector for the following items:
• Injector error
• Open or short in injector circuit
• Refer to "DTC P0261-272 (Cylinder 1-4 injector malfunction)" for a detailed inspection procedure.
Is the injector okay?

EFKD0781

No I Replace the injector.

EFKD0782

6. CHECK FUEL PRESSURE REGULATOR

1. Check the Fuel pressure regulator for the following items:
• Fuel pressure regulator stuck
• Open or short in Fuel pressure regulator circuit
• Refer to "DTC P1182, P1183 and P1184 (Fuel pressure regulator circuit malfunction)"
for a detailed inspection procedure.
Is the Fuel pressure regulator okay?

EFKD0783

No Replace the Fuel pressure regulator.

EFKD0784
DTC TROUBLESHOOTING PROCEDURES FLA -141

7. CHECK HIGH PRESSURE PUMP

1. Start engine and monitor rail pressure.
• Refer to "specifications" for more information
Is fuel pressure within specifications?

EFKD0785

Temporarily install a good high-pressure pump and check for proper operation.
No
If problem is corrected, replace the high-pressure pump.

EFKD0786

I Proceed with ECM problem procedure.

cardiagn.com
FLA -142 FUEL SYSTEM

EOOC8473

P1321 GLOW Indicator Lamp Short

DTC
P1322 GLOW Indicator Lamp Open

DESCRIPTION has the effect of stabilizing engine speed and reducing the
amount of smoke. The preheating warning light (GLOW
Glow plugs in the diesel engine are small 12 V heating el- LAMP), which is located on the cluster, notifies the driver
ements with the tip exposed to a small chamber where the that the ECM is preheating it to improve the driving perfor-
volume of air can readily be heated. When the diesel en- mance.
gine is started up, the glow plug preheating current is con-
trolled, taking into account factors such as coolant tem-
perature. In addition to shortening preheating time, the
surface temperature of the glow plug is maintained at a
fixed temperature after the engine has been started. This

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1321 : Short circuit to power supply line.

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- Open or short in glow
• P1322: Breaking of wire or short to ground.
P1321 indicator lamp circuit
P1322 - Glow indicator lamp
- ECM
Limp Home
• None

SCHEMATIC DIAGRAM

( ): with trip
Junction block

1(9)

Instrument
cluster

Harness side connector

C230-2

ECM

EFKD0787
DTC TROUBLESHOOTING PROCEDURES FLA -143

INSPECTION PROCEDURES

1. CHECK GLOW INDICATOR LAMP FOR WORKING

1. Connect Hi-Scan{Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate glow indicator lamp by Actuator Test mode of Hi-Scan{Pro).
Does glow indicator lamp function normally?

EFKD0788

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK POWER TO GLOW LAMP

LAMP
1. Turn ignition switch to OFF and disconnect GLOW LAMP connector.

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2. Turn ignition switch to ON.
3. Measure voltage between the terminal 1 {9) of GLOW LAMP harness side
connector and chassis ground.

• Specification: approximately B+
ECM
Is voltage within specification?

EFKD0789

No Repair open or short to chassis ground in harness.

EFKD0042

3. CHECK GLOW LAMP FOR PROPER OPERATION

1. Turn ignition switch to OFF and reconnect GLOW LAMP connector.
2. Turn ignition switch to ON.
3. Ground the terminal 14 of GLOW LAMP connector and check GLOW LAMP for working correctly.
Does GLOW LAMP operate correctly?

EFKD0790

No IReplace 0.

EFKD0107
FLA -144 FUEL SYSTEM

4. CHECK FOR OPEN OR SHORT IN HARNESS

1. Turn ignition switch to OFF and disconnect ECM connector.
2. Turn ignition switch to ON and measure voltage between the terminal 30
of ECM harness connector and chassis ground.

• Specification: approximately 8+
ECM
Is voltage within specification?

EFKD0791

No Repair open or short to chassis ground in harness.

EFKD0042

I Proceed with ECM problem procedure.

cardiagn.com
DTC TROUBLESHOOTING PROCEDURES FLA -145

ED5DEED9

P1326 Glow Plug Relay Short

DTC
P1327 Glow Plug Relay Open

DESCRIPTION and the coolant temperature. The ECM controls the glow
plug via glow plug relay.
Glow plug plays an efficient role at cold start. It also short-
ens the warm-up period, a fact that is highly relevant for
exhaust emissions. The time of preheating is determined
by a number of parameters that include the engine speed

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1326: Short circuit to power supply line.
- Open or short in glow
• P1327: Breaking of wire or short to ground
P1326 plug relay circuit
P1327 - Glow plug relay
- ECM
Limp Home

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• None

SCHEMATIC DIAGRAM

B+ Junction Block

1 ---------------- 4

Glow
Plug
Relay

Harness side connector

C230-1

ECM

EFKD0793
FLA -146 FUEL SYSTEM

INSPECTION PROCEDURES

1. CHECK GLOW PLUG RELAY FOR WORKING

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate glow plug relay by Actuator Test mode of Hi-Scan (Pro).
Does glow plug relay function normally?

EFKD0794

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK GLOW PLUG RELAY, GLOW PLUG AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,

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contamination, deterioration, or damage.
Are all connectors good?

EFKD0795

No IRepair or replace 0.

EFKD0002

3. CHECK POWER TO GLOW PLUG RELAY

1. Turn ignition switch to ON and disconnect glow plug relay connector.
00N LJiiJ
2. Measure voltage between the terminals 1 and 4 of glow plug relay
harness connector and chassis ground. 2
Glow
plug
18
• Specification: approximately 8+ - -
Is voltage within specification? ECM

EFKD0796

No Repair open or short to chassis ground in harness.

EFKD0042
DTC TROUBLESHOOTING PROCEDURES FLA -147

4. CHECK GLOW PLUG RELAY

1. Turn ignition switch to OFF and remove glow plug relay.
2. Apply power to the terminal 4 of glow plug relay and ground terminal 2.
3. Check if glow plug relay works well.
(If glow plug relay works normally, a click sound can be heard.)
Does glow plug relay operate normally?

EFKD0797

No I
Replace glow plug relay.

EFKD0868

fif\OFF
5. CHECK FOR SHORTTO GROUND IN HARNESS
1. Turn ignition switch to OFF and disconnect ECM connector. \V L5:J

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2. Measure resistance between the terminal 2 of glow plug relay
harness connector and chassis ground.
Glow 8Ji>
plug L.Ys+
• Specifications: infinite C230-1

Does resistance indicate open? ECM

I
EFKD0798

No Repair short to chassis ground in harness.

EFKD0011

6. CHECK FOR OPEN IN HARNESS

1. Measure resistance between the terminals 2 of glow plug relay
harness connector and 18 of ECM harness connector.
Glow
plug

• Specifications: below 1n C230-1 18

Does resistance indicate continuity? I ECM

EFKD0799

No I
Repair open in harness.

EFKD0015
FLA -148 FUEL SYSTEM

~ON

'U~
7. CHECK FOR SHORTTO POWER IN HARNESS
1. Turn ignition switch to ON.
2. Measure voltage between the terminal 2 of glow plug relay harness
connector and chassis ground. Glow
N 4?
plug ~B+

• Specification: below O.SV C230-1

Is voltage within specification? ECM

I
EFKDOBOO

No I
Repair short to power in harness.

EFKD0013

I Proceed with ECM problem procedure.

cardiagn.com
DTC TROUBLESHOOTING PROCEDURES FLA -149

EADF7DCA

P1522 Sensor Supply Voltage 1 Below Lower Limit

DTC
P1523 Sensor Supply Voltage 1 Above Upper Limit

DESCRIPTION

The 5 V power source in the ECM is supplied to the Mass

Air Flow Sensor (MAFS), Acceleration Position Sensor
1(APS1 ). The ECM monitors this sensor supply voltage.
DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1522: Sensor supply voltage < 4.7V
• P1523: Sensor supply voltage > 5.2V
- Open or short in sensor
P1522
supply circuit
P1523
3BE P0100 and P0120 could be detected simultaneously. - ECM

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Limp Home
• Engine speed is fixed at 1200 rpm

INSPECTION PROCEDURES

1. CHECK MAFS, APS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKDOB01

No I Repair or replace it.

EFKD0002
FLA -150 FUEL SYSTEM

2. CHECK FOR OPEN OR SHORT IN HARNESS

1. Check the electrical continuity and the lines of MAFS and APS.
• Refer to "inspection procedure" of P0100, P0120.
Do lines have any problem?

EFKD0802

Yes I Repair open or short in harness.

EFKD0803

IProceed with ECM problem procedure.

cardiagn.com
DTC TROUBLESHOOTING PROCEDURES FLA -151

EB6CEEA4

P1524 Sensor Supply Voltage 2 Below Lower Limit

DTC
P1525 Sensor Supply Voltage 2 Above Upper Limit

DESCRIPTION

The 5 V power source in the ECM is supplied to the Accel-

erator Pedal Sensor 2(APS 2) and Rail Pressure Sensor
(RPS). The ECM monitors this sensor supply voltage.
DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1524: Sensor supply voltage < 4. 7V
• P1525: Sensor supply voltage > 5.2V
- Open or short in sensor
P1524
supply circuit
P1525
3IE P0194 and P0224 could be detected simultaneously. - ECM

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Limp Home
• Engine speed is fixed at 1200 rpm

INSPECTION PROCEDURES

1. CHECK MAFS, APS AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0801

No I Repair or replace it.

EFKD0002
FLA -152 FUEL SYSTEM

2. CHECK THE POWER SUPPLY CIRCUIT FOR OPEN OR SHORT

1. Check the electrical continuity and the power supply lines of APS, RPS.
• Refer to "inspection procedure" of P0194 and P0224.
Do the supply lines of APM(APS) and RPS have any problem?

EFKD0804

Yes I Repair open or short in harness.

EFKD0803

j Proceed with ECM problem procedure.

cardiagn.com
DTC TROUBLESHOOTING PROCEDURES FLA -153

E791829D

DTC P1616 I Main Relay Malfunction

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• Main relay switch closed too early or late.
- Open or short in main
• Main relay switch opened too early or late.
relay circuit
P1616
- Main relay-
ECM
Limp Home
• None

SCHEMATIC DIAGRAM

Junction Box

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Main
relay

Harness side connector

4

5 13 C230-1

ECM

Engine control
Relay "on• input

EFKD0805
FLA -154 FUEL SYSTEM

INSPECTION PROCEDURES

1. CHECK MAIN RELAY AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0806

No IRepair or replace H.

EFKD0002

2. CHECK MAIN RELAY

1. Turn ignition switch to OFF and remove main relay.
2. Apply power to the terminal 2 of main relay and ground terminal 4.

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3. Check if main relay works well.
(if main relay works normally, a click sound can be heard.)
Does main relay operate normally?

EFKD0807

No IReplace main relay.

EFKD0808

3. CHECK POWER TO MAIN RELAY IRFIAYI

f.#\ON
1. Turn ignition switch to ON. 'U~
2. Measure voltage between main the terminal 2 of relay harness connector
and chassis ground.
3. Measure voltage between main the terminal 5 of relay harness connector
and chassis ground.
• Specification: approximately B+
ECM
Is voltage within specification?

EFKD0809

No Repair open or short to chassis ground in harness.

EFKD0042
DTC TROUBLESHOOTING PROCEDURES FLA -155

4. CHECK FOR OPEN OR SHORT IN HARNESS ([)OFF~

1. Turn ignition switch to OFF.
2.
3.
4.
Reconnect main relay and disconnect ECM connector.
Turn ignition switch to ON.
Measure voltage between the terminal 13 of ECM harness connector
and chassis ground.
• Specification: approximately 8+
€] I1 1
4

14
-----·
13
2

12
C230-2

Is voltage within specification? I ECM I

EFKD0810

No Repair open or short to chassis ground in harness.

EFKD0042

5. CHECK FOR OPEN OR SHORT IN HARNESS

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1. Ground the terminal 13 of ECM harness connector.
2. Measure voltage between the terminal 5 of ECM harness connector
and chassis ground.

13
C230-1
• Specification: approximately 8+
Is voltage within specification? ECM I
EFKD0811

No Repair open or short to chassis ground in harness.

EFKD0042

I Proceed with ECM problem procedure.

FLA -156 FUEL SYSTEM

EED9A187

P1620 AIC Relay Short

DTC
P1621 AIC Relay Open

DESCRIPTION

With the A/C switch ON, the Engine Control Module (ECM)
will ground the coil of the A/C compressor relay after a
short delay to adjust idle speed. Then the A/C compressor
runs.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1620: Short circuit to power supply line.
- Open or short in A/C
• P1621: Breaking of wire or short to ground
P1620 relay circuit
P1621 - AIC relay
- ECM
Limp Home

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• None

SCHEMATIC DIAGRAM

1 AJC
Relay
2
2 3
5 4 3

3 C230-1
Harness side connector

AJC
Compressor ECM

EFKD0812

- - - - - - - - ----··
DTC TROUBLESHOOTING PROCEDURES FLA -157

INSPECTION PROCEDURES

1. CHECK AIC RELAY FOR WORKING

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate A/C relay by Actuator Test mode of Hi-Scan (Pro)
Does AIC relay function normally?

EFKD0813

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK AIC RELAY AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,

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contamination, deterioration, or damage.
Are all connectors good?

EFKD0814

No I Repair or replace tt.

EFKD0002

3. CHECK POWER TO AIC RELAY IRRAYI

f:#\ON
1. Turn ignition switch to OFF and disconnect A/C relay.
2. Turn ignition switch to ON.
~~
3. Measure voltage between the terminal 1 of A/C relay harness connector
and chassis ground.
4. Measure voltage between the terminal 5 of A/C relay harness connector
and chassis ground.
• Specification: approximately B+
Is voltage within specification?

EFKD0815

No Repair open or short to chassis ground in harness.

EFKD0042
FLA -158 FUEL SYSTEM

4. CHECK AIC RELAY

1. Apply power to the terminal 5 of NC relay connector and
00N 1-o - RELAY
,....
T
I
ground terminal 3. 4 ~5
)2 )3
2. Check if NC relay works well when NC relay is energized.
(If NC relay works normally, a click sound can be heard.) B+J1 YB+

1 21 C230·1
-==-
Does AIC relay operate normally? I AJc·ll ECM I
EFKD0816

No I
Replace NC relay.

EFKD0817

5. CHECK FOR SHORTTO GROUND IN HARNESS

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1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between the terminal 3 of NC relay harness
connector and chassis ground.

• Specifications: infinite
Does resistance indicate open?

EFKD0818

No Repair short to chassis ground in harness.

EFKD0011

6. CHECK FOR OPEN IN HARNESS

1. Measure resistance between the terminals 3 of NC relay harness
connector and 21 of ECM harness connector.

• Specifications: below 10
Does resistance indicate continuity?

EFK00819

No I
Repair open in harness.

EFKD0015
DTC TROUBLESHOOTING PROCEDURES FLA -159

7. CHECK FOR SHORTTO POWER IN HARNESS

1. Turn ignition switch to ON.
2. Measure voltage between the terminal 3 of A/C relay harness connector
and chassis ground

• Specification: below O.SV

Is voltage within specification?

EFKD0820

No I
Repair short to power in harness.

EFKD0013

I Proceed with ECM problem procedure.

cardiagn.com
FLA -160 FUEL SYSTEM

EC71EBD4

P1624 Radiator Cooling Fan Circuit Low

DTC
P1625 Radiator Cooling Fan Circuit High

DESCRIPTION Using this signal, the ECM controls the coil of the radiator
fan relay to provide optimal cooling fan operation.
The engine control module (ECM) controls the operation of
the radiator fan motor by using engine coolant temperature
signal. And the ECM also monitors the A/C input signal.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1624 : Breaking of wire or short to ground
- Open or short in radiator
• P1625: Short circuit to power supply line.
P1624 fan relay circuit
P1625 - Radiator fan relay
- ECM
Limp Home

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• If radiator fan is defected, condenser fan is switched on

SCHEMATIC DIAGRAM

Main relay
B+

Radiator fan
1 relay

2
3

5 4 3 Radiator fan

Harness side connector

C230-1 20

ECM

EFKD0667
DTC TROUBLESHOOTING PROCEDURES FLA -161

INSPECTION PROCEDURES

1. CHECK RADIATOR COOLING FAN FOR WORKING

1. Connect Hi-Scan(Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate radiator cooling fan by Actuator Test mode of Hi-Scan(Pro).
Does radiator cooling fan function normally?

EFKD0821

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK RADIATOR FAN RELAY AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,

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contamination, deterioration, or damage.
Are all connectors good?

EFKD0822

No I Repair or replace it

EFKD0002

3. CHECK POWER TO RADIATOR FAN RELAY ~ON~

1. Turn ignition switch to OFF and disconnect radiator fan relay connector.
2. Turn ignition switch to ON.
'V~
3. Measure voltage between the terminal 1 of radiator fan relay harness ------------~--,5
connector and chassis ground.
4. Measure voltage between the terminal 5 of radiator fan relay harness
YB+
connector and chassis ground.
• Specification: approximately B+
Is voltage within specification?

EFKD0823

No Repair open or short to chassis ground in harness.

EFKD0042
FLA -162 FUEL SYSTEM

4. CHECK RADIATOR FAN RELAY

1. Apply power to radiator fan relay terminal 3 and ground terminal 5.
2. Check if radiator fan relay works well.
(If radiator fan relay works normally, a click sound can be heard.)

Does radiator fan relay operate normally?

EFKD0824

No Replace radiator fan relay.

EFKD0825

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5. CHECK FOR SHORTTO GROUND IN HARNESS
1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between the terminal 3 of radiator fan relay harness
connector and chassis ground.

• Specifications: infinite
Does resistance indicate open?

EFKD0826

No Repair short to chassis ground in harness.

EFKD0011
DTC TROUBLESHOOTING PROCEDURES FLA -163

6. CHECK FOR OPEN IN HARNESS

1. Measure resistance between the terminals 3 of radiator fan relay
harness connector and 20 of ECM harness connector.

• Specifications: below 1n
Does resistance indicate continuity?

EFKD0827

No IRepair open in harness.

EFKD0015

7. CHECK FOR SHORTTO POWER IN HARNESS

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1. Turn ignition switch to ON.
2. Measure voltage between the terminal 3 of radiator fan relay harness
connector and chassis ground

• Specification: below O.SV

Is voltage within specification?

EFKD0828

No I Repair short to power in harness.

EFKD0013

I Proceed with ECM problem procedure.

FLA -164 FUEL SYSTEM

ECE43665

P1628 Main Condenser Fan Circuit Low

DTC
P1629 Main Condenser Fan Circuit High

DESCRIPTION

The ECM controls the A/C fan operation (condenser fan}

through the A/C fan relay (condenser fan relay} according
to vehicle speed, A/C switch, and etc.

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1628: Breaking of wire or short to ground.
- Open or short in
• P1629: Short circuit to power supply line.
P1628 condenser fan relay
P1629 - Condenser fan relay
- ECM
Limp Home

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• None

SCHEMATIC DIAGRAM

Main relay Radiator

8+ Fan motor

Condenser
Fan relay#1

Harness side
connector(relay#1)

Condenser
Fan Motor Radiator
19 20 Fan relay
Fan control Fan control
(High) (Low)
Harness side
connector( relay#2)
ECM

EFKD0830
DTC TROUBLESHOOTING PROCEDURES FLA -165

INSPECTION PROCEDURES

1. CHECK MAIN CONDENSER FAN FOR WORKING

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition switch to ON.
3. Operate main condenser fan by Actuator Test mode of Hi-Scan (Pro).
Does main condenser fan function normally?

EFKD0831

Problem is intermittent or was repaired and engine control module memory was
Yes
not cleared. Proceed with intermittent problem procedure .

EFKD0017

2. CHECK CONDENSER FAN RELAY, CONDENSER FAN AND ECM CONNECTORS

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1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0832

No I Repair or replace it.

EFKD0002

3. CHECK CONDENSER FAN RELAY #1/ #2

1. Turn ignition switch to OFF and remove condenser fan relays.
2. Apply power to the terminal 5 of condenser fan relay#1 and ground terminal 3.
3. Apply power to the terminal 2 of condenser fan relay#1 and ground terminal 4.
4. Check if condenser fan relays work well. (If condenser fan relays work normally, a click sound can be heard.)
Do condenser fan relays operate normally?

EFKD0833

No I Replace ~-
EFKD0107
FLA -166 FUEL SYSTEM

4. CHECK POWER TO CONDENSER FAN RELAY

1. Turn ignition switch to ON. 00N~~
2. Measure voltage between the terminal1 of condenser fan
-----.--------------------------~---u,
2 5
relay #1 harness connector and chassis ground.
3. Measure voltage between the terminal 5 of condenser fan
relay #1 harness connector and chassis ground. B+
4. Measure voltage between the terminal 2 of condenser fan
relay #2 harness connector and chassis ground.
• Specifications: approximately B+
Is voltage within specification?

EFKD0834

No Repair open or short to chassis ground in harness.

EFKD0042

cardiagn.com
fli\OFF

\V~~
5. CHECK FOR SHORTTO GROUND IN HARNESS
1. Turn ignition switch to OFF and disconnect ECM connector.
2. Measure resistance between the terminal 3 of condenser fan
relay #1 harness connector and chassis ground.
3. Measure resistance between the terminal 4 of condenser fan
relay #2 harness connector and chassis ground.
?1 ?s
B+~
3u B+

• Specifications: infinite
Does resistance indicate open?

EFKD0835

No Repair short to chassis ground in harness.

EFKD0011
DTC TROUBLESHOOTING PROCEDURES FLA -167

6. CHECK FOR OPEN IN HARNESS CD~

OFF
IRELAY#1I IRELAY#2I
1. Measure resistance between the terminals 3 of condenser fan
relay #1 harness connector and 19 of ECM harness connector.
2. Measure resistance between the terminals 4 of condenser
fan relay #2 harness connector and 19 of ECM harness
connector.
~ ~
91 9s
B+r-l-J
3 us B+

• Specifications: below 1n
Does resistance indicate continuity?

EFKD0836

No I
Repair open in harness.

EFKD0015

cardiagn.com
f?\ON
~~~
7. CHECK FOR SHORTTO POWER IN HARNESS
1. Turn ignition switch to ON.
2. Measure resistance between the terminals 3 of condenser
fan relay #1 harness connector and chassis ground.
3. Measure resistance between the terminals 4 of condenser
fan relay #2 harness connector and chassis ground.
91 9s
B+r-l-J
3 us B+

• Specification: below O.SV

Is voltage within specification?

EFKD0837

No I
Repair short to power in harness.

EFKD0013

I Proceed with ECM problem procedure.

FLA -168 FUEL SYSTEM

EAFABEOA

DTC P1634 Water Heater Relay Malfunction

DESCRIPTION are operated until the temperature of the engine coolant

will rise up to the specified value.
In cold condition of engine it is difficult to raise interior air
temperature rapidly because of the cold engine coolant.
To raise the temperature of the engine coolant vehicle
needs the engine coolant heater controlled by ECM addi-
tionally. These components are called water heaters that

DTC DETECTING CONDITION

DTC No Detecting Condition & Limp Home Suspected area

Detecting Condition
• Short circuit to power supply line or breaking of wire - Open or short in water
heater relay circuit
P1634
- Water heater relay
Limp Home - ECM
• None

cardiagn.com
SCHEMATIC DIAGRAM

Batrtery Voltage After

B+ Main Relay

Water Heater
5 2
Water Heater Relay #1
.--___,~--___.,~__,Relay #2 .---___,~--____.,~___,

H/relay1 Harness
side connector

Heater Heater
#3 #2
= = = 23 C230·1
Relay
H/relay2 Harness Control
side connector
ECM

EFKD0839
DTC TROUBLESHOOTING PROCEDURES FLA -169

INSPECTION PROCEDURES

1. CHECK WATER HEATER RELAY AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0840

No I Repair or replace it.

EFKD0002

2. CHECK WATER HEATER RELAY #1

1. Turn ignition switch to OFF and remove water heater relay #1.
2. Apply power to the terminal 2 of water heater relay connector and ground terminal 4.

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3. Check if water heater relay#1 works well. (If water heater relay #1 works normally, a click sound can be heard.}
Does water heater relay #1 operate normally?

EFKD0841

No I Replace it.

EFKD0107

3. CHECK WATER HEATER RELAY #2

1. Turn ignition switch to OFF and remove water heater relay #2.
2. Apply power to the terminal 2 of water heater relay #2 connector and ground terminal 4.
3. Check if water heater relay #2 works well. (If water heater relay #2 works normally, a click sound can be heard.}
Does water heater relay #2 operate normally?

EFKD0842

No I Replace ft.

EFKD0107
FLA -170 FUEL SYSTEM

4. CHECK POWER TO WATER HEATER RELAY #1/ #2

1. Turn ignition switch to ON.
2. Measure voltage between the terminal 5 of water heater
relay #1 harness connector and chassis ground.
3. Measure voltage between the terminal 2 of water heater
relay #1 harness connector and chassis ground.
4. Measure voltage between the terminal 5 of water heater
relay #2 harness connector and chassis ground.
5. Measure voltage between the terminal 2 of water heater
relay #2 harness connector and chassis ground.
ECM
• Specifications: approximately B+
Is voltage within specification?

EFKD0843

No Repair open or short to chassis ground in harness.

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EFKD0042

5. CHECK FOR SHORT TO GROUND IN HARNESSfll\OFF.

1. Turn ignition switch to OFF and disconnect ECM \.JL) I HJReiaY#2 I
connector. ~
2. Measure resistance between the terminal 4 of water
heater relay #1 harness connector and chassis ground. 4 9s 92
3. Measure resistance between the terminal 4 of water ~8+
heater relay #2 harness connector and chassis ground.
C230-1
• Specifications: infinite
ECM
Does resistance indicate open?

EFKD0844

No Repair short to chassis ground in harness.

EFKD0011
DTC TROUBLESHOOTING PROCEDURES FLA -171

6. CHECK FOR OPEN IN HARNESS OFF

~
([)
1. Measure resistance between the terminals 4
of water heater relay #1 harness connector and 23
of ECM harness connector.
-------------------------------,
2. Measure resistance between the terminals 4 4 9s 92 4 9s 92
of water heater relay #2 harness connector and 23 ~B+ ~B+
of ECM harness connector.
C230-1
• Specifications: below 10
Does resistance indicate continuity?
ECM I
EFKD0845

No I Repair open in harness.

EFKD0015

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7. CHECK FOR SHORTTO POWER IN HARNESS
1. Turn ignition switch to ON.
2. Measure voltage between the terminal 4 of water heater
0 oN.--------,
I
~
H/Relay #2 I I
~
H/Relay #1 I
relay #1 harness connector and chassis ground. -------------------------------
1

3. Measure voltage between the terminal4 of water 4 9s 92 4 9s 92

heater relay #2 harness connector and chassis ~ B+ ~ B+
ground.
C230-1
• Specification: below O.SV
Is voltage within specification?
ECM I
EFKD0846

No IRepair short to power in harness.

EFKD0013

I Proceed with ECM problem procedure.

FLA -172 FUEL SYSTEM

EABOD5A7

DTC P1636 I Voltage Regulator Malfunction

DESCRIPTION according to control algorithms. Voltage regulator in the
ECM controls power supply to output transistor.
The Engine control module (ECM) is installed in the pas-
senger compartment to protect it from external. The ECM
with a lot of chips and circuits processes the input signals

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• The power cut-off disability of lower regulator limit.
• The power cut-off disability of upper regulator limit.
P1636 - ECM

Limp Home
• None

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INSPECTION PROCEDURES

1. CHECK OTHER DTCS

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition to ON and monitor other DTCs.
Are P0201-P204 (Injector circuit malfunction) also set?

EFKD0847

Yes Do all repairs associated with those codes before proceeding with this procedure.

EFKD0050

• Cancel the fault memory and perform test drive.

• If the fault cannot be cancelled, temporarily install a good ECM and check for proper
operation. If problem is corrected, replace ECM.
DTC TROUBLESHOOTING PROCEDURES FLA -173
E37CFCD2

DTC P1638 Microcontroller Malfunction

DESCRIPTION By comparing the checksum value with a stored value, a

malfunction can be detected.
A malfunction is detected by using a checksum technique
for verifying data. Digital data is composed of zeros and
ones. A checksum is the total of all ones in a string of data.

DTC DETECTING CONDITION

DTC No Detecting Condition & Limp Home Suspected area

Detecting Condition
• Internal operating fault on ECM
• Software fault on injector operating system
• Communication fault between microcontrolller and output transistor
P1638 • Communication fault between gate arrays - ECM

Limp Home

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• None

INSPECTION PROCEDURES

• Internal fault. There is no inspection of service possible for this diagnostic trouble code.
• Cancel the fault memory and perform test drive.
• If the fault cannot be cancelled, temporarily install a good ECM and check for proper operation.
FLA -174 FUEL SYSTEM

ECE322C1

DTC P1639 AID Converter Monitoring Malfunction

DESCRIPTION a string of data. By comparing the checksum value with a

stored value, a malfunction can be detected.
An ECM ROM malfunction is detected by using a check-
sum technique for verifying data. Digital data is composed
of zeros and ones. A checksum is the total of all ones in

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• The ground check of APS (acceleration position sensor)2 is error.
• The reference voltage of AID converter is error.
• Dynamic RAM-test is failed.
P1639 - ECM

Limp Home
• Limit of fuel injection (The engine power comes to

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be smaller than normal)

INSPECTION PROCEDURES

• Internal fault. There is no inspection of service possible for this diagnostic trouble code.
• Temporarily install a good ECM and check for proper operation. If problem is corrected, replace ECM.
DTC TROUBLESHOOTING PROCEDURES FLA -175

E7A92BEB

Capacitor Voltage Malfunction

P1646 Booster voltage too high
DTC
P1647 Booster voltage too low

DESCRIPTION with a lot of chips and circuits processes the input sig-
nals according to control algorithms. Capacitor in the ECM
The Engine control module (ECM) is installed in the pas- charges for activating the injectors.
senger compartment to protect it from external. The ECM

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• P1646 : Voltage of capacitor is too high.
• P1647 : Voltage of capacitor is too low.
P1646
- ECM
P1647
Limp Home

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• None

INSPECTION PROCEDURES

1. CHECK OTHER DTCS

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition to ON and monitor other DTCs.
Are P0261-P0272 (Injector circuit malfunction) also set?

EFK00848

Yes Do all repairs associated with those codes before proceeding with this procedure.

EFKD0050

• Cancel the fault memory and perform test drive.

• If the fault cannot be cancelled, temporarily install a good ECM and check for proper
operation. If problem is corrected, replace ECM.
FLA -176 FUEL SYSTEM

EF9D3D50

DTC P1652 IIG S/W Malfunction

DESCRIPTION the clutch pinion engages the gear. The contacts close
and the starter motor cranks. In order to prevent damage
The starting system includes the battery, starter motor, so- caused by excessive rotation of the starter armature when
lenoid switch, Ignition Switch, inhibitor switch (AfT only), the engine starts, the Clutch pinion gear overruns.
connectionWires and the battery cables. When the ig-
nition switch key is turned to the start position, current
flows and energizes the starter motor's solenoid coii.The
solenoid plunger and clutch shift lever are activated, and

DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• Digital signal to ECM is "OFF" after the ignition switch is "ON". - Open or short in IG
switch circuit
P1652
- IG switch
Limp Home - ECM

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• None

SCHEMATIC DIAGRAM

Junction Block

5
Ignition
Switch

Harness side connector

ECM

EFKD0849
DTC TROUBLESHOOTING PROCEDURES FLA -177

INSPECTION PROCEDURES

1. CHECK IG S/W AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0850

Yes I
Repair or replace il

EFKD0417

2. CHECK POWER TO IGNITION SWITCH

1. Turn ignition switch to OFF and disconnect ignition switch connector.
IG. Switch I

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2. Turn ignition switch to ON.
3. Measure voltage between terminal 5 of ignition switch harness connector
and chassis ground. B+

58 C230-1
• Specification: approximately B+
ECM
Is voltage within specification?

EFKD0851

No Repair open or short to chassis ground in harness.

EFKD0042

3. CHECK IGNITION SWITCH

1. Turn ignition switch to OFF.
2. Check for continuity between terminals.
• Refer to "Ignition system" in Engine Electrical System of shop manual.
Is ignition switch normal?

EFKD0852

No I
Replace the ign~ion swHch.
EFKD0853
FLA -178 FUEL SYSTEM

4. CHECK FOR SHORTTO GROUND IN HARNESS CDOFF~

1. Disconnect ECM connector.
2. Measure resistance between terminal 1 of ignition switch harness connector
and chassis ground.
@1:. ~B+
'T _j C23~1
• Specification: infinite
Is resistance within specification?
= I E-CM-----.1

EFKD0854

No Repair short to chassis ground in harness.

EFKD0011

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5. CHECK FOR OPEN IN HARNESS CDOFF~
1. Disconnect ECM connector.
2. Measure resistance between terminals 1 of ignition switch harness
connector and 58 of ECM harness connector C230-1.
1 ~B+
58
C23~1
• Specification: below 1n
,.--E-CM------,1
Is resistance within specification?

EFKD0855

No I
Repair open in harness.

EFKD0015

IProceed with ECM problem procedure.

DTC TROUBLESHOOTING PROCEDURES FLA -179

E5AD5FD6

DTC P1653 j Error Check After IG-OFF Malfunction

DESCRIPTION information on the failure from the ECM and correct the
problem.
The diagnosis system tries the error test after switching
off the ignition key. And then this fault occurs if any error
is detected during this test. Information on the failure is
stored in the ECM. A service technician can retrieve the
DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

Detecting Condition
• During shut-off via no injection, the time required to drop
to 500 rpm > 1.5 seconds
• During shut-off via injector power-off, the time required to
drop to 500 rpm > 1.5 seconds
• Enable Condition
- Engine RPM < 970 rpm

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P1653 - ECM
-Vehicle speed < 3 km/h
- No vehicle speed sensor error
- No fuel pressure sensor error

Limp Home
• None

INSPECTION PROCEDURES

1. CHECK OTHER DTCS

1. Connect Hi-Scan (Pro) to data link connector.
2. Turn ignition to ON and monitor other DTCs.
Is other DTCs also set?

EFKD0792

Yes Do all repairs associated with those codes before proceeding with this procedure.

EFKD0050

• Cancel the fault memory and perform drive.

• If the fault cannot be cancelled, temporarily install a good ECM and check for proper
operation. If problem is corrected, replace ECM.
FLA -180 FUEL SYSTEM

E743DB3F

P1690 SMATRA/Antenna faulty

P1693 Transponder faulty
P1695 EEPROM faulty-non plausible VSP data
DTC
P1696 Authentication not successful
P1697 Invalid tester request
P1698 EEPROM faulty for key ID blocks & lmmo data block

DESCRIPTION the engine can be started. The data of all transponders,

which are valid for the vehicle, are stored in the ECM.
In case of immobilizer system, the ECM carries out a
check of the ignition key using a special encoding algo-
rithm, which is programmed into the transponder as well
as the ECM simultaneously. Only if the results are equal
DTC DETECTING CONDITION

DTCNo Detecting Condition & Limp Home Suspected area

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Detecting Condition
• P1690: SMATRA/Antenna faulty
• P1693: Transponder faulty - Open or short in Antenna
P1690
• P1695: EEPROP faulty-no plausible VSIP data or SMATRA circuit
P1693
• P1696: Authentication not successful, key IDE not valid -Antenna
P1695
• P1697: Invalid tester request - SMATRA
P1696
• P1698: EEPROM faulty for key ID blocks and immo data block - Transponder
P1697
- ECM
P1698
- Ignition key
Limp Home
• None
DTC TROUBLESHOOTING PROCEDURES FLA -181

SCHEMATIC DIAGRAM

Junction Block

SMARTRA

1 3
Harness side connector
--
-
11
Signal

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ECM

EFKD0856

INSPECTION PROCEDURES

1. CHECK ANTENNA, SMATRA AND ECM CONNECTORS

1. Thoroughly check connectors for loose, poor connection, bent, corrosion,
contamination, deterioration, or damage.
Are all connectors good?

EFKD0857

No I Repair or replace it.

EFKD0002

2. REPLACE THE IGNITION KEY

1. Use another key supplied with the vehicle.
Is starting of the vehicle possible?

EFKD0858

Yes I Replace faulty key.

EFKD0859
FLA -182 FUEL SYSTEM

3. REPLACE THE ANTENNA

1. Temporarily install a good antenna.
Is starting of the vehicle possible?

EFK00860

Yes I Replace antenna.

EFK00861

4. REPLACE THE SMATRA

1. Temporarily install a good SMATRA.
Is starting of the vehicle possible?

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EFK00862

Yes I Replace SMATRA.

EFK00863

5. CHECK POWER TO SMATRA IN HARNESS (;AON ~

1. Turn ignition switch to OFF and disconnect SMARTRA connectors. \G)~
2. Turn ignition switch to ON.
3. Measure voltage between the terminal 4 of SMARTRA harness connector
and chassis ground. B+

• Specification: approximately B+
Is voltage within specification?

EFK00864

No Repair open or short to ground in harness.

EFK00009
DTC TROUBLESHOOTING PROCEDURES FLA -183

6. CHECK FOR OPEN IN HARNESS

1. Turn ignition switch to OFF and disconnect SMATRA and ECM
CDOFF I SMATRA I
connectors.
2. Measure resistance between the terminals 1 of SMATRA harness
connector and 11 of ECM harness connector.
3. Measure resistance between the terminal 3 of SMATRA harness
connector and chassis ground.
• Specification: below 1n
{} ~ :$I ECM I -
Does each resistance indicate continuity?

EFKD0865

No I
Repair open in harness.

EFKD0015

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7. CHECK FOR SHORTTO GROUND IN HARNESS
1. Measure resistance between the terminal 1 of SMATRA harness
CDOFF I SMATRA I
1tB+@
connector and chassis ground.

,:I
• Specification: infinite
'T
C230-1

Does resistance indicate open? I ECM I

EFKD0866

No Repair short to chassis ground in harness.

EFKD0011
FLA -184 FUEL SYSTEM

8. CHECK FOR SHORTTO POWER IN HARNESS

1. Turn ignition switch to ON.
00N I SMATRA I
2. Measure voltage between the terminal 1 of SMATRA harness
connector and chassis ground.

• Specification: below O.SV

,11
I
tB+~
C11
ECM
Is voltage within specification?

EFKD0867

No I Repair short to power in harness.

EFKD0013

IProceed with ECM problem procedure.

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