СИСТЕМА ECD РЕЖИМЫ DATA LIST / ACTIVE TEST

Cause of Out of Range:

Speed sensor

Speed sensor circuit

50 to 400 rpm: Cranking

720 to 820 rpm: Idling with warm engine

When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed.

Cause of Out of Range:

Crankshaft position sensor

Crankshaft position sensor circuit

Idling: 7 to 26%

Running without load (2500 rpm): 10 to 20%

Ignition switch ON: 0%

Cranking: 62.3%

Idling (engine warmed up): 18.8% (2 minutes after starting the vehicle)

Running without load (2500 rpm): 14.5%

Running without load (4000 rpm): 25.8%

Calculated load = (Final injection volume / max. injection volume at current engine speed) x 100.

Cause of Out of Range:

Malfunction in which turbo pressure or mass air flow decreases

Idling: 3 to 12 gm/sec

Running without load (2000 rpm): 12 to 50 gm/sec

Ignition switch ON: 0 gm/sec

Cranking: 6.07 gm/sec

Idling (engine warmed up): 5.64 gm/sec (2 minutes after starting the vehicle)

Running without load (2500 rpm): 38.95 gm/sec

Running without load (4000 rpm): 91.26 gm/sec

Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc.

If the value is always approximately 0 gm/sec:

Mass air flow meter assembly power source circuit is open.

VG circuit is open or shorted.

EVG circuit is open.

Cause of Out of Range:

Mass air flow meter assembly

Mass air flow meter assembly circuit

Intake related clog or leak

Exhaust related clog

Turbocharger sub-assembly

Leak or clog in passages for turbocharger sub-assembly

Malfunction in which EGR valve does not close

Symptoms when out of range:

Rough idling

With the ignition switch ON, when the difference between the atmospheric pressure sensor and intake manifold absolute pressure is 10 kPa or more, there is a malfunction in one of the sensors.

With the ignition switch ON, when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit.

Standard atmospheric pressure: 101 kPa.

For every 100 m increase in elevation, pressure drops by 1 kPa.

Value varies with weather (high atmospheric pressure, low atmospheric pressure).

Cause of Out of Range:

Atmospheric pressure sensor itself has failed (atmospheric pressure sensor is inside the ECM)

Idling: 90 to 100 kPa (depends on barometric pressure and amount of EGR)

Engine running at 3000 rpm: 100 to 150 kPa

Ignition switch ON: 99 kPa

Cranking: 97 kPa

Idling (engine warmed up): 90 kPa (2 minutes after starting the vehicle)

Running without load (2500 rpm): 109 kPa

Running without load (4000 rpm): 141 kPa

When the ignition switch is ON or the vehicle is idling, the intake manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa).

Above approximately 1500 rpm, the turbo becomes effective and the pressure becomes higher than atmospheric pressure.

Inspect while comparing with "Target Booster Pressure".

With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 seconds or more, a feeling of insufficient power will occur.

Cause of Out of Range:

Manifold absolute pressure sensor

Intake related clog or leak

Exhaust related clog

Turbocharger sub-assembly

Leak or clog in passages for turbocharger sub-assembly

EGR valve stuck open

Exhaust leak

Throttle valve stuck closed

Symptoms when out of range:

Lack of power

If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.

After a long soak, the coolant temperature, intake air temperature and ambient temperature are approximately equal.

Cause of Out of Range:

Engine coolant temperature sensor

Thermostat

Symptoms when out of range:

Difficulty starting when engine is cold, rough idle, black smoke, lack of power

After a long soak, the engine coolant temperature, intake air temperature and ambient temperature are approximately equal.

If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.

Cause of Out of Range:

Intake air temperature sensor

This is the intake air temperature at the intake manifold (after the intercooler).

During fail-safe operation, the value is set to 165°C (329°F). As the value is set to a high temperature, the turbo pressure may be suppressed and there may be a lack of power.

Cause of Out of Range:

Decreased cooling efficiency of intercooler (contamination, clogging)

Ignition switch ON: 12.4 V

Cranking (engine warmed up): 10.3 V

Idling (engine warmed up): 14.0 V

Running without load (2500 rpm): 13.9 V

Running without load (4000 rpm): 13.9 V

If 11 V or less, characteristics of some electrical components change.

Symptoms when out of range:

If 5 V or less, starting becomes difficult

No electrical load at idling:

0 to 60%

High electrical load at idling:

100%

This is outputs the alternator generation duty and is used to determine the electrical load.

Can be used to determine whether a higher-than-normal injection volume at idle, etc. is due to electrical load or from some other source. For example, when the duty is not high but the idling injection volume is high, there is injector volume degradation or high engine friction.

Can be used for judging whether or not a malfunctioning component in the electrical system is generating continual generation requests (e.g., battery deterioration is causing an unending full recharge request, etc.). Regardless of whether or not an auxiliary device like the A/C or heater is active, if the alternator duty is always at the maximum value, there is an electrical system abnormality, like battery deterioration.

Cause of Out of Range:

Battery deterioration

Alternator malfunction

Electric load, lights, etc.

This is the ECM command.

"ON" means that the engine oil pressure is being maintained at a low pressure.

Idling (engine coolant temperature is 80°C (176°F) or less, A/C off and shift lever in neutral): 80 to 180 kPa

Engine running at 2000 rpm (engine coolant temperature is 80°C (176°F) or less, A/C off and shift lever in neutral): 140 to 220 kPa

Accelerator pedal sensor assembly opening position

Cruise requested opening position

VSC requested opening position

Accelerator pedal released:

0%

Accelerator pedal fully depressed:

100%

Ignition switch ON: 0% (accelerator pedal released)

Running without load (2500 rpm): 22.26%

Running without load (4000 rpm): 45.31%

"Accel Position" is the accelerator opening amount (%) for engine control use.

When the accelerator pedal sensor assembly output itself (Accelerator Position 1, Accelerator Position 2) is in the normal voltage range, another actuator malfunction has caused the fail-safe function to restrict the accelerator.

Without cruise or VSC requests, and without accelerator restriction by the fail-safe function, this is adjusted in proportion to the amount the accelerator pedal is depressed by the driver.

Accelerator pedal released: 0%

Accelerator pedal fully depressed: 99.6%

Accelerator pedal released:

10 to 22%

Accelerator pedal fully depressed:

52 to 90%

Read value with ignition switch ON (do not start engine).

Accelerator pedal released:

24 to 40%

Accelerator pedal fully depressed:

68 to 95%

Read value with ignition switch ON (do not start engine).

Accelerator pedal released:

0.5 to 1.1 V

Accelerator pedal fully depressed:

2.6 to 4.5 V

Accelerator pedal released:

1.2 to 2.0 V

Accelerator pedal fully depressed:

3.4 to 4.7 V

Ignition switch (STA) output:

ON: Starter is operating

OFF: Starter is not operating

Cause of Out of Range:

OFF malfunction (ignition switch (STA) is ON but the signal is OFF and the starter is operating): Wire harness is open or shorted to ground

ON malfunction (ignition switch (STA) is off but the signal is ON and the starter is not operating): Wire harness is shorted to +B

Operation malfunction: ignition switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted

Symptoms when out of range:

Ignition switch is ON but the starter does not operate: Starting is not possible

Ignition switch is off but the starter continues to operate: STA signal malfunction (P0617) is stored

When this item displays "OFF" with the clutch pedal depressed, the shock when accelerating and decelerating the vehicle becomes larger and pilot quality learning cannot be performed.

Symptoms when out of range:

The cruise control, pilot quantity learning, etc. may not function properly or may not function at all.

ON: Brake pedal depressed

OFF: Brake pedal released

Stop light switch assembly (STP) operation condition:

ON: Light is on (brake pedal is depressed)

OFF: Light is off (brake pedal is released)

Cause of Out of Range:

OFF malfunction: Wire harness (stop light switch assembly to ECM, stop light switch assembly to +B) open or shorted to ground

ON malfunction: Wire harness (stop light switch assembly to ECM) shorted to +B

Stop light switch assembly

Symptoms when out of range:

Stop light switch assembly malfunction DTC P0504 is stored

A/C operation signal output from A/C amplifier

ON: Operating

OFF: Not operating

Cause of Out of Range:

A/C switch

A/C amplifier

A/C system malfunction, wire harness between A/C amplifier and ECU open or shorted

Symptoms when out of range:

OFF malfunction (OFF even when A/C switch is turned on):

Engine speed decreases temporarily when the A/C is operating.

ON: Normal

OFF: Engine cannot be started due to immobiliser communication malfunction

Cause of Out of Range:

Use of a non-registered key

Key battery is fully depleted

Distance traveled after a DTC is stored.

Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS.

Engine run time since the MIL illumination.

Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS.

Distance driven since the DTCs were cleared.

(Data List "Distance from DTC clear") - (Freeze frame data "Distance from DTC cleared") = Distance driven since the abnormality occurred.

Number of engine warmup since DTCs were cleared.

(Data List "Warmup Cycle Cleared DTC") - (Freeze frame data "Warmup Cycle Cleared DTC") = Warmup cycles since the abnormality occurred.

Output only when the "Check the Cylinder Compression" Active Test is performed.

Indicates the speed of each cylinder when cranking.

Example - Normal: Engine speeds of all cylinders are approximately equal.

When No. 1 cylinder compression is low, "Engine Speed of Cyl #1" is approximately 300 rpm, and "Engine Speed of Cyl #2 to #4" is approximately 200 rpm.

Cause of Out of Range:

Cyl #1 compression goes down

Symptoms when out of range:

When the engine speeds of all cylinders are not equal, idling will be rough.

Output only when the Active Test "Check the Cylinder Compression" is performed.

Indicates the average engine speed of all cylinders during cranking.

DC*

Indicates the VN turbo vane actuation method.

DC motor system.

Negative-pressure diaphragm system.

Step motor system.

Min.: 0 mm³/st, Max.: 1279.98 mm³/st

Idling: 3 to 10 mm³/st

Cranking: 22.51 mm³/st

Idling (engine warmed up and A/C off): 5.74 mm³/st

Running without load (2500 rpm): 5.25 mm³/st

Running without load (4000 rpm): 10.25 mm³/st

Injection amount for each combustion cycle.

If injector assemblies are clogged fuel quality is poor, the fuel filter element sub-assembly is clogged, or engine friction increases, "Injection Volume" will increase.

If there is a malfunction due to low turbocharger pressure or a low intake air volume, the injection volume is limited and there is a lack of power.

Min.: -80 mm³/st, Max.: 79.99 mm³/st

-6 to 10 mm³/st

Idling (engine warmed up): 1.06 mm³/st

When the actual engine speed does not match the target idling speed, this corrects the injection volume.

If this item displays 10 mm³/st or more or -10 mm³/st or less even with the engine completely warmed up and the air conditioning and other electrical loads off, the internal parts of the engine may be damaged, or the fuel injection system or other auxiliary components may be malfunctioning.

Only calculated and reflected at idle.

Symptoms when out of range:

Engine friction problem, compression problem or injector breakdown

Min.: -10 mm³/st, Max.: 9.9 mm³/st

Idling: 1

Not idling: 0

Piezo injector has big operation noise when idling. To reduce the noise level, this item lowers driving energy of when idling. This item displays the value for controlling driving energy

If the value is abnormal, DTC P1626 and P1627 will be stored.

If the injector is not piezo injector, the value will be always "0".

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -3.0 to 3.0 mm³/st

When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder.

Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased.

"Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem.

Tip:

The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 4 cylinders is approximately 0 mm³/st.

If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.

Cause of Out of Range:

Injector assembly clogged

Injector assembly deterioration

Decrease in cylinder compression

Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)

Symptoms when out of range:

Rough idling, black smoke, white smoke, poor driveability, lack of power, abnormal combustion noise, difficult to start

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -3.0 to 3.0 mm³/st

When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder.

Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased.

"Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem.

Tip:

The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 4 cylinders is approximately 0 mm³/st.

If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.

Cause of Out of Range:

Injector assembly clogged

Injector assembly deterioration

Decrease in cylinder compression

Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)

Symptoms when out of range:

Rough idling, black smoke, white smoke, poor driveability, lack of power, abnormal combustion noise, difficult to start

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -3.0 to 3.0 mm³/st

When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder.

Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased.

"Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem.

Tip:

The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 4 cylinders is approximately 0 mm³/st.

If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.

Cause of Out of Range:

Injector assembly clogged

Injector assembly deterioration

Decrease in cylinder compression

Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)

Symptoms when out of range:

Rough idling, black smoke, white smoke, poor driveability, lack of power, abnormal combustion noise, difficult to start

Min.: -10 mm³/st, Max.: 10 mm³/st

Idling: -3.0 to 3.0 mm³/st

When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder.

Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased.

"Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.

Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem.

Tip:

The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 4 cylinders is approximately 0 mm³/st.

If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.

Cause of Out of Range:

Injector assembly clogged

Injector assembly deterioration

Decrease in cylinder compression

Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)

Symptoms when out of range:

Rough idling, black smoke, white smoke, poor driveability, lack of power, abnormal combustion noise, difficult to start

Cranking: 313 μs

Idling (engine warmed up): 193 μs

Running without load (2500 rpm): 159 μs

Running without load (4000 rpm): 0 μs

Check to see if "Pilot 1 Injection Period" is not 0 when symptoms occur.

Symptoms when out of range:

Combustion noise, poor driveability, white smoke

Cranking: 510 μs

Idling (engine warmed up): 214 μs (2 minutes after starting the vehicle)

Running without load (2500 rpm): 190 μs

Running without load (4000 rpm): 159 μs

Check to see if "Pilot 2 Injection Period" is not 0 when symptoms occur.

Symptoms when out of range:

Combustion noise, poor driveability, white smoke

Cranking: 719 μs

Idling (engine warmed up): 266 μs (2 minutes after starting the vehicle)

Running without load (2500 rpm): 217 μs

Running without load (4000 rpm): 239 μs

When the fuel pressure becomes 15000 kPa or less, "Main Injection Period" is set to 0.

When the engine will not start, confirm that injection is performed.

When P0093, P0627 or P062D is stored, there is an engine stall request. At that time, "Main Injection Period" equals 0.

Tip:

As the engine stalls 1 minute after the MIL illuminates, freeze frame data cannot be checked.

Check to see if "After Injection Period" is not 0 when the following symptoms occur:

Black smoke, poor driveability.

Ignition switch ON: 0 deg(CA)

Cranking: -8.6 deg(CA)

Idling (engine warmed up): -10.3 deg(CA)

Running without load (2500 rpm): -30.2 deg(CA)

Running without load (4000 rpm): -36.0 deg(CA)

Ignition switch ON: 0 deg(CA)

Cranking: -3.4 deg(CA)

Idling (engine warmed up): -5.4 deg(CA)

Running without load (2500 rpm): -13.2 deg(CA)

Running without load (4000 rpm): -14.6 deg(CA)

Ignition switch ON: 0 deg(CA)

Cranking: -1.8 deg(CA)

Idling (engine warmed up): -2.0 deg(CA)

Running without load (2500 rpm): -2.1 deg(CA)

Running without load (4000 rpm): -2.0 deg(CA)

Ignition switch ON: 0 deg(CA)

Cranking: 0 deg(CA)

Idling (engine warmed up): 0 deg(CA)

Running without load (2500 rpm): 14.6 deg(CA)

Running without load (4000 rpm): 14.7 deg(CA)

If the injector compensation codes are not input into the new ECM, or if an injector compensation code of a different injector model or a compensation code representing a value which exceeds the compensation setting range is input into the new ECM, DTC P062F is stored and "Injector Memory Error" displays "Error".

Symptoms when out of range:

Rough idling, poor driveability, black smoke, white smoke, combustion noise

The status is only displayed while performing "Pilot Quantity Learning".

If "Pilot Quantity Learning" is incomplete, the MIL illuminates and DTC P062F is stored.

Min.: -500 mm³/st, Max.: 779.9 mm³/st

-20 to 20 mm³/st at standard temperature

Ignition switch ON: 0.0 mm³/st

Cranking: 0.0 mm³/st

Idling (engine warmed up): 0.0 mm³/st (2 minutes after starting the vehicle)

Running without load (2500 rpm): 7.2 mm³/st

Running without load (4000 rpm): 11.4 mm³/st

When the (actual) fuel pressure is equal to the target fuel pressure, this value becomes 0.

This indicator can be used for diagnosing supply pump related malfunctions.

When this value (absolute value) is large, it indicates that the difference between the actual and target fuel pressure is also large.

A positive value indicates that the pressure feed is being increased due to insufficient pressure. A negative value indicates that pressure is being reduced due to excessive rail pressure.

When the suction control valve does not close properly, it causes rail overpressure, and this value and the "Pump SCV Learning Value" slip to the negative volume side.

Cause of Out of Range:

Suction control valve malfunction

Clogged fuel filter element sub-assembly

Inspect the (actual) fuel pressure, comparing it with the common rail target value.

Considered normal when the actual fuel pressure is within +/-5000 kPa of the target fuel pressure under stable conditions when idling after warm up the engine.

Ignition switch ON: 0 kPa

Cranking: 39570 kPa

Idling (engine warmed up): 31200 kPa (2 minutes after starting the vehicle)

Running without load (2500 rpm): 55250 kPa

Running without load (4000 rpm): 98480 kPa

Fuel Press is the actual common rail fuel pressure.

Inspect by comparing the fuel pressure with the target fuel pressure.

When in a stable condition such as when idling after warm up the engine, the fuel pressure is within +/-5000 kPa of the target fuel pressure.

The ECM uses fuel pressure for feedback control of the target fuel pressure via the supply pump assembly.

The injection amount is determined based on the injection timing and fuel pressure.

Also, the spray pattern is selected based on the fuel pressure.

For startup, at least 25000 kPa of fuel pressure is needed (take care as there is a response lag when the pressure rises).

When the fuel pressure is below 25000 kPa, it may cause rough idling.

When the fuel pressure has decreased by 20000 kPa from the target fuel pressure, there may be a lack of power.

If actual fuel pressure is 5000 kPa higher than the target fuel pressure, P1229 will be stored. When the actual fuel pressure is lower than the target fuel pressure, "P1608 Lack of Power" may be detected depending on the degree of deviation from the target pressure.

When the fuel pressure is higher than 220000 kPa, DTC P0088 will be stored.

Cause of Out of Range:

Supply pump assembly

High pressure pipes

Fuel pressure sensor

Injector assembly

Feed pump (supply pump assembly)

Fuel filter element sub-assembly

Pressure discharge valve

Air in the fuel pipes

Lack of fuel

Symptoms when out of range:

Difficult to start, poor driveability, lack of power, abnormal combustion noise

Ignition switch ON: 0 kPa

Cranking: 39710 kPa

Idling (engine warmed up): 31340 kPa (2 minutes after starting the vehicle)

Running without load (2500 rpm): 55390 kPa

Running without load (4000 rpm): 98630 kPa

This is a backup output value from the fuel pressure sensor.

Cause of Out of Range:

Supply pump assembly

High pressure pipes

Fuel pressure sensor

Injector assembly

Feed pump (supply pump assembly)

Fuel filter element sub-assembly

Pressure discharge valve

Air in the fuel pipes

Lack of fuel

Symptoms when out of range:

Poor driveability, lack of power, abnormal combustion noise.

Ignition switch ON: 0 mA

Cranking: 1240.6 mA

Idling (engine warmed up): 1005.1 mA (2 minutes after starting the vehicle)

Running without load (2500 rpm): 1021.0 mA

Running without load (4000 rpm): 1052.8 mA

ECU-calculated value for the suction control valve actuation target current.

Value is large when a high fuel pressure is desired.

Normally, the value is between 800 and 2500 mA.

If the value is stuck at 3000 mA or higher, it indicates that the operation is poor (poor movement due to deposits, etc.).

When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure.

Cause of Out of Range:

Suction control valve malfunction

Clogged fuel filter element sub-assembly

Symptoms when out of range:

Difficulty starting, lack of power or rough idling

Min.: -100 mA

Max.: 100 mA

Ignition switch ON: 12.2 mA

Cranking: 12.2 mA

Idling (engine warmed up): -10.5 mA (2 minutes after starting the vehicle)

Running without load (2500 rpm): -2.2 mA

Running without load (4000 rpm): -3.2 mA

If the value is stuck at 200 mA or higher or -200 mA or less, it indicates that the operation is poor (poor movement due to deposits, etc.).

Cause of Out of Range:

Suction control valve malfunction

Clogged fuel filter element sub-assembly

Symptoms when out of range:

Difficulty starting, lack of power or rough idling

Min.: 0 mm³/st, Max.: 39.8 mm³/st

Ignition switch ON: 0%

Cranking: 0%

Idling (engine warmed up): 39.2%

Running without load (2500 rpm): 34.9%

Running without load (4000 rpm): 0%

Fully open: 100%.

Fully closed: 0%.

Used for comparison to "Actual EGR Valve Pos.".

Symptoms when out of range:

When value is out of range and approaching 0%: mass air flow meter assembly degradation, intake or exhaust system blockage

When value is out of range and approaching 100%: EGR pipe blockage

Fully open: 100%.

Fully closed: 0%.

Inspect while comparing to "Target EGR Position".

Check the valve movement via the Active Test.

Sometimes malfunctions only occur around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred.

Symptoms when out of range:

EGR valve stuck open: Poor start (engine does not stop), black smoke, white smoke, lack of power

EGR valve stuck closed: Increased turbo booster noise

This value is the EGR position sensor output voltage.

When the value is at the upper or lower limit of the normal range, it is possible that a foreign object is lodged in the EGR valve seat area.

As the lower and upper limits are 0 V and 1 V respectively, if the value becomes stuck at either of these values, there is a malfunction in the lift sensor or the valve position may be misaligned (foreign matter is present, etc.).

"OK" means the fully closed position learning has completed normally.

When NG, the learned fully closed position may be outside of the normal range.

When NG, there may be foreign matter stuck in the valve.

OK: It is possible to perform the "Control the EGR Step Position" and "Activate the EGR Valve Close" Active Tests.

NG: It is not possible to perform the "Control the EGR Step Position" and "Activate the EGR Valve Close" Active Tests.

ON: No.1 vacuum switching valve (for EGR cooler) is on

OFF: No.1 vacuum switching valve (for EGR cooler) is off

When EGR Cooler Bypass VSV is ON, the value for EGR Cooler Bypass Position is Cooler and, when EGR Cooler Bypass VSV is OFF, the value for EGR Cooler Bypass Position is Bypass.

The No.1 vacuum switching valve assembly (for EGR cooler) is controlled by the ECM and the No.1 vacuum switching valve assembly (for EGR cooler) is opened and closed by the vacuum created by the vacuum pump.

Cause of Out of Range:

No.1 vacuum switching valve assembly (for EGR cooler)

No.1 vacuum switching valve assembly (for EGR cooler) circuit

Cooler: EGR Cooler Bypass VSV is "ON"

Bypass: EGR Cooler Bypass VSV is "OFF"

When EGR Cooler Bypass VSV is ON, the value for EGR Cooler Bypass Position is Cooler and, when EGR Cooler Bypass VSV is OFF, the value for EGR Cooler Bypass Position is Bypass.

The No.1 vacuum switching valve assembly (for EGR cooler) is controlled by the ECM and the No.1 vacuum switching valve assembly (for EGR cooler) is opened and closed by the vacuum created by the vacuum pump.

Cause of Out of Range:

No.1 vacuum switching valve assembly (for EGR cooler)

No.1 vacuum switching valve assembly (for EGR cooler) circuit

Throttle valve fully opened: 0%

Throttle valve fully closed: 100%

Ignition switch ON: 0%

Cranking: 0%

Idling (engine warmed up): 91%

Running without load (2500 rpm): 70%

Running without load (4000 rpm): 0%

Closing percentage of the throttle valve.

Fully closed: 100%.

Fully open: 0%.

Tip:

There is no connection with the accelerator. However, under full load, the throttle is usually fully open (0%).

Symptoms when out of range:

Stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle

Stuck open: Loud turbocharger sound, bad vibration when engine is stopped

When ECM detects a malfunction of the diesel throttle (MIL on), engine power is restricted so that the vehicle can drive with a maximum speed of 80 to 100 km/h.

When the ignition switch is turned from ON to off and 5 seconds elapse, learning of "Throttle Close Learning Val." will be complete.

When "Throttle Close Learning Val." is outside of the normal range, a foreign object may be lodged in the throttle valve.

If the value is stuck at the upper limit of 21.25 deg, there is a chance that a malfunction is present.

However, as the initial learned value is 21.25 deg, it is necessary to check the value after learning is completed.

If the system is functioning properly, learning will be performed when the ignition switch is turned from ON to off.

NG indicates that a foreign object may be lodged in the throttle valve or actuator components, or an open/short exists in the signal wires.

Ignition switch ON: 60 to 85%

Warmed up and idling: 10 to 80%

Ignition switch ON: 81.1%

Cranking: 80.7%

Idling (engine warmed up): 19.2%

Running without load (2500 rpm): 33.3%

Running without load (4000 rpm): 80.7%

Throttle position sensor output voltage is converted using 5 V = 100%.

When fully closed: 14% or less.

When fully open: 70% or higher.

When the ignition switch is turned from off to ON, the throttle valve fully opens once.

When the ignition switch is turned from ON to off, the throttle valve fully closes once.

Symptoms when out of range:

Stuck closed: Engine stall, difficult to start, rough idling, lack of power, black smoke, white smoke

Stuck open: Loud turbocharging sound, bad vibration when engine is stopped

When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city driving is possible.

Cranking: 18%

Idling (engine warmed up): 9.8%

Running without load (2500 rpm): 14.1%

Running without load (4000 rpm): 9.0%

Inspect while comparing with "MAP".

With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 sec. or more, a feeling of a lack of power will occur.

When the vehicle is driven with the engine speed at 3000 rpm or more and the accelerator pedal fully depressed, "MAP" is approximately equal to "Target Booster Pressure".

Ignition switch ON: 74%

Cranking: 76%

Idling (engine warmed up): 57%

Running without load (2500 rpm): 73%

Running without load (4000 rpm): 57%

"VN Turbo Command" is a command value.

0%: Vanes fully open (contraction of actuation rods)

90% or more: Vanes fully closed (extension of actuation rods)

When this value is large, the turbo works well.

There is no actual opening angle data to handle the VN turbo command value.

Ignition switch ON: 103.5%

Cranking: 75%

Idling (engine warmed up): 57.0%

Running without load (2500 rpm): 73.5%

Running without load (4000 rpm): 56.0%

The maximum vane opening amount is displayed in %.

The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.

The minimum vane opening amount is displayed in %.

The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.

AF Lambda B1S1 = air fuel ratio / 14.5 (Stoichiometric air fuel ratio)

Value less than 1 (0.000 to 0.999): Rich

Value more than 1 (1.001 to 255): Lean

Air fuel ratio = intake air mass / (main fuel injection and exhaust fuel addition injection mass)

Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear).

If the exhaust fuel addition injector assembly is clogged, the AF Lambda B1S1 value changes according to engine combustion, but large changes due to the addition of fuel are not seen even when PM forced regeneration is performed with the GTS.

Furthermore, if the main injectors become clogged, the AF Lambda B1S1 value will increase under all circumstances while the engine is running (the value increases regardless of whether the PM forced regeneration has been performed).

Cause of Out of Range:

Air fuel ratio sensor

Air fuel ratio sensor circuit

Injector assembly clogged

Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear).

If the exhaust fuel addition injector assembly is clogged, the AFS voltage B1S1 value changes according to engine combustion, but large changes due to the addition of fuel are not seen even when PM forced regeneration is performed with the GTS.

Cause of Out of Range:

Air fuel ratio sensor

Air fuel ratio sensor circuit

Injector assembly clogged

Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear).

If the exhaust fuel addition injector assembly is clogged, even if PM forced regeneration is performed with the GTS, the AFS voltage B1S1 value will not change.

Cause of Out of Range:

Air fuel ratio sensor

Air fuel ratio sensor circuit

Injector assembly clogged

Idling after engine warmed up: 100 to 400°C (212 to 752°F)

During PM forced regeneration: 100 to 600°C (212 to 1112°F)

If an open occurs in an exhaust temperature sensor circuit, 0°C (32°F) is displayed on the GTS.

If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS.

Cause of Out of Range:

Exhaust gas temperature sensor (B1S1)

DPF catalyst deteriorated

Idling after engine warmed up: 100 to 400°C (212 to 752°F)

During PM forced regeneration: 500 to 700°C (932 to 1292°F)

If an open occurs in an exhaust temperature sensor circuit, 0°C (32°F) is displayed on the GTS.

If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS.

Cause of Out of Range:

No. 2 exhaust gas temperature sensor (B1S2)

DPF catalyst deteriorated

Idling after engine warmed up: 100 to 400°C (212 to 752°F)

During PM forced regeneration: 500 to 700°C (932 to 1292°F)

If an open occurs in an exhaust temperature sensor circuit, 0°C (32°F) is displayed on the GTS.

If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS.

Cause of Out of Range:

No. 3 exhaust gas temperature sensor (B1S3)

DPF catalyst deteriorated

Ignition switch ON: -0.704 kPa

Cranking: 0.175 kPa

Idling (engine warmed up): 1.17 kPa

Running without load (2500 rpm): 2.05 kPa

Running without load (4000 rpm): 1.67 kPa

When PM (Particulate Matter) builds up in the DPF catalyst, the "DPF Differential Pressure" value increases.

At 3000 rpm (no load), if Catalyst Differential Press is more than 0.47, the DPF catalyst has become blocked.

Cause of Out of Range:

Exhaust manifold converter sub-assembly (DPF catalyst)

Differential pressure sensor assembly

Vacuum transmitting pipe sub-assembly clogged

Vacuum transmitting hose assembly clogged

Ignition switch ON: -0.2712

Cranking: -0.0766

Idling (engine warmed up): 0.0433

Running without load (2500 rpm): 0.0490

Running without load (4000 rpm): 0.0502

Diagnosis is possible when the MAF reading is between 30 and 140 gm/sec.

When the air intake volume is very low, such as when idling, due to excessive pressure fluctuation the correct values will not be displayed.

Catalyst Differential Press is the DPF Differential Pressure corrected in response to the MAF and other values.

If the DPF catalyst is clogged, the "Catalyst Differential Press" value increases.

When the difference in pressure is more than 0.47, DTC P244B is stored and "DPF PM Block" displays "Blocked".

Symptoms when out of range:

If the difference in pressure increases, a decrease in engine power may be felt.

If an abnormal difference in pressure is detected, engine power is limited to protect the engine and catalyst.

This number indicates the correction value (0 point calibration) for compensation of variance in the differential pressure sensor assembly.

If the value of DPF Differential Pressure does not approach 0 kPa when the ignition switch is ON (engine is stopped) and the Diff. Press. Sensor Corr. displays less than -1.5 kPa, or higher than 1.5 kPa, there may be a malfunction in the differential pressure sensor assembly.

Note that the output of the differential pressure sensor assembly fluctuates depending on the temperature.

Cause of Out of Range:

Differential pressure sensor assembly

Usually Exhaust Fuel Addition FB is between 0.9 and 1.45.

Exhaust Fuel Addition FB is a correction value to increase the fuel volume injected from the exhaust fuel addition injector assembly when the catalyst temperature does not rise to the target range during PM forced regeneration.

If the correction value is more than 1.45, a clog in the exhaust fuel addition injector assembly or fuel filter element sub-assembly may be causing a reduction in injection volume or a problem with the engine (injector assemblies, EGR, etc.) where the exhaust gas temperature decreases may be present. As a result, the catalyst temperature does not rise properly causing the catalyst to deteriorate.

Cause of Out of Range:

Exhaust fuel addition injector assembly clogged

Exhaust manifold converter sub-assembly (DPF catalyst) deteriorated

Cause of Out of Range:

Exhaust fuel addition injector assembly clogged

Exhaust manifold converter sub-assembly (DPF catalyst) deteriorated

If the exhaust gas temperature does not rise enough when the PM forced regeneration is performed, "No Activate" appears on the GTS display. In this case, DPF catalyst deterioration and clogging of the exhaust fuel addition injector assembly are possible causes of the malfunction. Other possible causes include EGR valve malfunction, exhaust temperature sensor malfunction, and injector malfunction.

Cause of Out of Range:

Exhaust manifold converter sub-assembly (DPF catalyst)

Exhaust fuel addition injector assembly

No. 2 exhaust gas temperature sensor (B1S2)

No. 3 exhaust gas temperature sensor (B1S3)

Injector assembly

If PM (Particulate Matter) builds up in the DPF catalyst, the pressure differential from front to rear of the DPF catalyst gradually increases.

For example, at 3000 rpm (no load), if Catalyst Differential Press is more than 0.47, "Blocked" appears on the GTS display. In this case, clogging of the DPF catalyst, an injector system malfunction, differential pressure sensor assembly system malfunction, exhaust leaks and a mass air flow meter assembly malfunction are possible causes of the malfunction.

Clogging of the DPF catalyst may be caused by the use of an oil that does not meet the specifications, such as using an engine oil that is not low-ash.

Clogging of the DPF catalyst may also be caused by a high rate of engine oil consumption.

Cause of Out of Range:

Exhaust manifold converter sub-assembly (DPF catalyst) clogged

Differential pressure sensor assembly

Vacuum transmitting pipe sub-assembly clogged

Vacuum transmitting hose assembly clogged

Injector assembly

Exhaust gas leak

Mass air flow meter assembly

If the catalyst deterioration learning value from the old ECM is not input into the new ECM, or if a catalyst deterioration learning value that exceeds the setting range is input into the new ECM, DTC P062F is stored and "Catalyst Memory Error" displays "Error".

Symptoms when out of range:

Rough idling, poor driveability, black smoke, white smoke, combustion noise.

The status is only displayed while performing "Activate the DPF Rejuvenate (PM)".

Standby

Before entering "Activate the DPF Rejuvenate (PM)".

Ready

Enabling condition for "Activate the DPF Rejuvenate (PM)" is not met.

Operate

PM forced regeneration is being performed.

If "Activate the DPF Rejuvenate (PM)" does not finish completely, the status turns to Ready.

If "Activate the DPF Rejuvenate (PM)" finishes completely, the status turns to Compl.

Compl

PM forced regeneration is completed.

When PM forced regeneration is necessary, 100% is displayed for PM Accumulation Ratio.

If the ratio exceeds 100%, PM forced regeneration will be performed automatically

Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal.

By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined.

If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.

By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined.

If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.

This item indicates cylinders which had speeds lower than the other cylinders.

This item indicates cylinders which are likely to be the cause of rough idle.

Cause of Out of Range:

Injector assembly

This item indicates cylinders which had speeds lower than the other cylinders.

This item indicates cylinders which are likely to be the cause of rough idle.

Cause of Out of Range:

Injector assembly

This item indicates cylinders which had speeds lower than the other cylinders.

This item indicates cylinders which are likely to be the cause of rough idle.

Cause of Out of Range:

Injector assembly

This item indicates cylinders which had speeds lower than the other cylinders.

This item indicates cylinders which are likely to be the cause of rough idle.

Cause of Out of Range:

Injector assembly

Min.: 0 mm³/st, Max.: 39.8 mm³/st

0 to 3.9 mm³/st

Min.: 0 mm³/st, Max.: 39.8 mm³/st

0 to 3.6 mm³/st

Min.: 0 mm³/st, Max.: 39.8 mm³/st

0 mm³/st

When DTC P1608 is output, this item indicates whether the cause of lack of power is related to the intake air amount.

This item indicates whether the intake air amount measured by the mass air flow meter assembly was insufficient, which would cause the fuel injection volume to be reduced for a certain period of time. If this is the case, this item displays ON and DTC P1608 (lack of engine power) is stored.

This item is ON when the intake air amount is low due to blockage in the intake system, disconnection of hoses or an excessive amount of EGR, and also when the intake air amount is measured to be low due to deterioration of the mass air flow meter assembly.

Cause of Out of Range:

Mass air flow meter assembly (value is out of range)

Intake system blockage

Disconnected air hoses (intake system)

EGR system (EGR valve closing malfunction)

Nozzle vane (turbo) movement problems

Symptoms when out of range:

Lack of power

When DTC P1608 is output, this item indicates whether the cause of lack of power is due to the boost pressure.

This item indicates whether the actual boost pressure was insufficient compared to the target boost pressure, which would cause the fuel injection volume to be reduced for a certain period of time. If this is the case, this item displays ON and DTC P1608 (lack of engine power) is stored.

Cause of Out of Range:

Nozzle vane (turbo) stuck

Disconnected air hoses (intake system)

Manifold absolute pressure sensor

Atmospheric pressure sensor (built into ECM)

Difference between atmospheric pressure and intake pressure

Symptoms when out of range:

Lack of power

When DTC P1608 is output, this item indicates whether the cause of lack of power is the common rail pressure.

This item indicates whether the actual common rail pressure was lower than the target pressure for a certain period of time. If this is the case, this item displays ON and DTC P1608 (lack of engine power) is stored.

Cause of Out of Range:

Suction control valve (movement problems)

Fuel leak

Fuel pressure sensor (built into common rail assembly)

Symptoms when out of range:

Lack of power

When DTC P1608 is output, this item indicates whether the cause of lack of power is due to a high engine coolant temperature.

This item indicates whether the fuel injection volume was reduced for a certain period of time due to a high engine coolant temperature (overheating). If this is the case, this item displays ON and DTC P1608 (lack of engine power) is stored.

Cause of Out of Range:

Engine coolant temperature sensor

Engine coolant leak

Radiator clog

Symptoms when out of range:

Lack of power

Engine speed 4000 rpm, EGR system off:

0.6 to 1.4

Even when the system is normal, the value may deviate from the range specified in Normal Condition for a short period of time (approximately 1 second).

This item indicates the ratio of the intake air amount to the estimated intake air amount. The estimated air amount is calculated using the intake manifold pressure and intake air temperature.

When DTC P1608 is stored, this item is useful in determining whether there is a problem in the turbocharger system or a disconnected or leaking pipe in the high pressure intake system when the boost pressure is insufficient.

When performing troubleshooting, this information is only valid when there is a high load (the diesel throttle is fully open) and the EGR system is off.

Cause of Out of Range:

Mass air flow meter assembly

Turbocharger sub-assembly

Pipes between turbocharger sub-assembly and intake manifold are disconnected or leaking

Pipes between mass air flow meter assembly and turbocharger sub-assembly are disconnected or leaking

Symptoms when out of range:

Lack of power