Text NO.

TTLA-0728-EN

ISUZU INDUSTRIAL DIESEL ENGINE

4JJ1X/4・6HK1X/6WG1X Tier3

ISUZU MOTORS LIMITED HITACHI CONSTRUCTION MACHINERY CO.,Ltd

Off-highway Powertrain Operation Dept. Planning Technical Training Center
& Service Group April 2007
 Table 1.  Differences between Tier2 engine and Tier3 engine.
of   ① Differences between Tier2 engine and Tier3 engine.
      Off Road Emission Regulation
contents       Engine Specifications
Engine Layout /Main Parts
Engine Layout /Sensors
   ② Out Line of Common Rail System
Common Rail System
      Comparison with Conventional System
   ③ System Component
   a ECM                 
       b SUPPLY PUMP
       c COMMON RAIL                         
      d INJECTOR              
     e HARNESS INJECTOR
  f SENSORS
g COOLED EGR
2. Maintenance Schedule
3. Introduction of SST
4. Trouble Shooting
   ① Trouble Shooting Procedure
② How to use Trouble Shooting Manual
5. DTC code
① DTC code
   ② Scan Tool
   ③ EMPS
   ④ How to use scan tool 
6. Point to notice on service （Parts replace procedure）
7. Trouble Shooting on actual machine 
 Tier-3 Engine major specification and
Maintenance point
1.High pressure fuel injection control by common rail system.
→Prohibit teardown and re-adjustment of injector.
→Prohibit re-use of injector pipe and high pressure fuel pipe.
→Must be keep ISUZU fuel requirement.
→Keep observe strictly the maintenance schedule.

2.Electronic control module.

→notice : A battery cable must be disconnect at the time of welding work for
ECM protection.

3.Cooled EGR
→Must be keep ISUZU fuel requirement.
→Must be keep ISUZU Engine oil requirement and maintenance.
→Observe engine strictly of Maintenance.
 Off-Road Future Emission Regulation
Off-Road Future Emission Regulation
CLASS ENGINE 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

450 - 560 kW int erim

EP A
(600 - 750hp) − ▼ T ier2 NOx+HC 6.4 ▽ T ier3 T ier4
CO 3.5
NOx+HC 4.0 Nox+NMHC 4.0
225 - 450 kW PM 0.2 int erim
6W,6S ▼ T ier2 ▽ T ier3 CO 3.5 CO 3.5
(300 - 600hp) T ier4
PM 0.2 P M 0.03
130 - 225 kW NOx+HC 6.6 int erim
(175 - 300hp)
6H ▼ T ier2 ▽ T ier3 T ier4
CO 3.5 / P M 0.2

75 - 130 kW NOx+HC 6.6 NOx+HC 4.0 Nox+NM HC 4.0

(100 - 175hp)
4H ▼ T ier2 CO 5.0 / P M 0.3 ▽ T ier3 CO 5.0 / P M 0.3 CO 5.0 / P M 0.03
int erim
T ier4
NOx+HC 7.5 NOx+HC 4.7
37 - 75 kW
4J,4LE ▽ T ier2 CO 5.0 / P M 0.4 ▽ T ier3 CO 5.0 / P M 0.4 int erim NOx + HC 4.7
(50 - 100hp) 56kw
T ier4 CO 5.0 / P M 0.03

NOx 6.0 / HC 1.0 NOx+HC 4.0 NOx+HC 4.0

EC 130 - 560 kW 6W,6S,6H ▼ St age2 CO 3.5 / PM 0.2 ▽ St age3-A ▽St age3-B CO 3.5 / P M 0.025
CO 3.5 / PM 0.2

NOx 6.0 / HC 1.0 NOx+HC 4.0 NOx+HC 4.0

75 - 130 kW 4H ▼ St age2 ▽ St age3-A ▽ St age3-B CO 5.0 / P M 0.025
CO 5.0 / P M 0.3 CO 5.0 / P M 0.3

NOx 7.0 / HC 1.3 NOx+HC 4.7

37 - 75 kW 4J,4LE ▽ St age2 CO 5.0 / P M 0.4 ▽ St age3-A CO 5.0 / P M 0.4 ▽ St age3-B neary same as EPA

NOx 8.0 / HC 1.5 NOx+HC 7.5

19 - 37 kW L ▼ St age2 ▽ St age3-A CO 5.5 / P M 0.6 No proposal as St age3-B
CO 5.5 / P M 0.8

NOx 6.0 / HC 1.0 NOx 3.6 / HC 0.4

JP N 130 - 560 kW 6W,6S,6H      ▽ T ier-2 ▽ T ier-3 ▽T ier-4
CO 3.5 / PM 0.2 CO 3.5 / P M 0.17
Aft er t reat ment
(DP F) basis
NOx 6.0 / HC 1.0 NOx 3.6 / HC 0.4
75 - 130 kW 4H
CO 5.0 / PM 0.3     ▽ T ier-2 ▽ T ier-3 CO 5.0 / P M 0.2

NOx 4.0 / HC 0.7

56 - 75 kW 4J ▽ T ier-3 CO 5.0 / PM 0.25
NOx 7.0 / HC 1.3
CO 5.0 / PM 0.4 NOx 4.0 / HC 0.7
37 - 56 kW 4LE      ▽ T ier-2 ▽ T ier-3 CO 5.0 / PM 0.3

NOx 8.0 / HC 1.5 Nox 6.0 / HC 1.0

CO 5.5 / P M 0.8     ▽ ▽ T ier-3
19 - 37 kW L T ier-2 CO 5.0 / PM 0.4

LOW NOISE REQUIRMENT of EC STAGE-III

From 2006, EC stage-III request new noise level regulation to Construction equipment.
And Isuzu is developping next stage engines include lower noise level for customer's application.
 Tier3 Emission Regulation (75∼130kW)

ＥＰＡＴｉｅｒ３/ECStageⅢ-A
75∼130kW（2007)
JPNTier-3
75∼130kW(2007) ＥＰＡ Tier-2
75∼130kW(2003)
０．３

 
ＰＭ
（g/kwhr)
０．２

EPA Tier-4
(2012)
０．１
EC StageⅢ-B
(2012)

２．０ ４．０ ６．０ ８．０

ＮＯｘ ＋ ＨＣ (g/kwhr)

NOx + HC: 40% reduction, PM: Same with Tier-2 from Y2006
JPN Government Proposal: PM 30% lower than EPA, EC T-3
 Key Technologies of Diesel Engine
EGR = Exhaust Gas Re-circulation Total
Total engine
engine technology
technology
EGR Valve -Combustion
-Combustion chamber
chamber
EGR
EGR Technology -Turbo-charging
Technology -Turbo-charging etc.
etc.
Noise
Noise Technology
Technology

EG
R
Co
Inlet Manifold Base Total
Total Electronic
Electronic Control
Base Technology Control

ol
Technology

e
Friction
Friction Reduction

r
Injection Reduction
Injection System
Inter Cooler

System

EGR Gas
Fuel
Fuel Improvement
Improvement

Exhaust Manifold
Turbo-Charging
Turbo-Charging
Technology
Technology

Air

Tier 3 applied
New Technology
 Applied Technologies and Emission Level(75∼130kW)
０.４
Tier 3 trade-off Tier 2 trade-off
160MPa pressure 70MPa pressure
Cooled EGR  Inter cooler
Electronic control
PM g/kWh

０．３

Tier 3 Tier 2

０．２
JPN Tier-3 (plan)

Engine Modification
０．１ Limit

０
０ １．０ ２．０ ３．０ ４．０ ５．０ ６．０
NOx + HC g/kWh
 Engine Model for Zaxis-1 and Zaxis-3
ZX120∼ZX180
ZX-1 4BG1TC （Mechanical Controlled)
     ZX-3 ４JJ1X  （Electronic Controlled, Common Rail, EGR）
 
ZX200∼ZX270
     ZX-1 ６BG1TC （Mechanical Controlled)
     ZX-3 ４HK1X  （Electronic Controlled, Common Rail, EGR）
  
ZX330, ZX350
     ZX-1 ６HK1TC （Mechanical Controlled)
     ZX-3 ６HK1X  （Electronic Controlled, Common Rail, EGR）

ZX450∼ZX870
     ZX-1 ６WG1T/TC （Mechanical Controlled)
     ZX-3 ６WG1X  （Electronic Controlled, Common Rail, EGR）
 75kW(100HP)-130kW(175HP)
0.45 240
約230g/kWh...91kW@2200rpm Spec Tier-2；37kW-75kW
0.4 約225g/kWh...73kW@2000rpm Spec 230
4JG1NA(In linePump)

SFC (g/kWh)
0.35 220
Tier-3；'07∼ Tier-2 ・Turbo化
0.3 210
Truck Long term
PM (g/kWh)

0.25 200
・TC
JPN 3次；'07/10∼ ・Common Rail
0.2 Truck Short term ；'04∼ 190
・Nozzle centered
・4 valves
・Turbo Matching
0.15 Traget 180
・External EGR added

Truck New Long Term；'06∼

0.1 Vehicle Euro3；'01∼
170
4HK1X current

0.05 Vehicle Euro5 Vehicle Euro4；'06∼ 160

0 150
0 1 2 3 4 5 6 7 8
NOx+HC (g/kW・h)

4JJ1X Exhaust Emission and Fuel Consumption

 4HK1X Emission and Fuel Consumption(130kW∼）
Fuel
HOT EGR + CA retard CA(Crank Angle) retard consumption
0.350 240
Exhaust gas

0.300 230 PM ; g/kWh

COOLED EGR RATE 10∼15%
Fuel consumption
rate; g/kWh
0.250 220
Regulated value of PM: 0.20

Fuel Consumption Rate ; g/kWh

PM ; g/kWh

0.200 210

0.150 200
HOT EGR + CA retard
CA(Crank Angle) retard
0.100 190

COOLED EGR RATE 10∼15%

0.050 180

Regulated value of
NOx+HC: 4.0
0.000 170
2.00 2.50 3.00 3.50 4.00 4.50 5.00 5.50 6.00
Cooled EGR rate: 10-15% NOx+HC ; g/kWh
6WG1X Emission and Fuel Consumption

Applied Tandem Cooled EGR

High Injection Pressure
(80t:120Mpa,65t&45t:130Mpa)
Noz.Hole Dia
(80t&65t:8-Φ0.21,45t:8-Φ0.19)
Basic Information of Tier 3 Engine
• Low Emission
• Low Noise → Electronic Controlled Engine
• High Power

1. Tier 2 Engine Comparison

2. Electronic Control
3. Common Rail System
4. Cooled EGR
 4JJ1X Engine Specifications
Tier- II, Tie r-III e ngin e spe c if ication c omparison

En gin e Type Tie r- III AI- 4JJ1 XYSA-0 1 Tie r- II DD- 4 BG1 TA
4 c yc le DOHC DI 4 c yc le OHV DI
In te rc ooler Turbo c h arge r Turbo c h arge r
Line r Less Line r 付
CAM Drive Ge ar & Ch ain Ge ar
Displac e men t 2 .99 9 L 4 .32 9 L
4 - 9 5.4 MM X 1 0 4 .9 MM 4 - 1 05 MM X 1 25 MM
Rate d Powe r 9 5 KW/ 2 20 0 RPM
4 2 0 NM/ 1 8 0 0RPM
Idle Spe ed 9 0 0 RPM 9 0 0 RPM
No Load Max 2 2 0 0RPM
Fu e l Comsu mption 2 2 0 g/ kw.h @ rate d RPM
Dry weigh t 2 9 0 kg 3 6 0 kg
Demin sion L8 5 6.7 XW7 45 .5 XH8 2 4 .6 L8 3 7XW6 9 9 .5 XH8 43
Tu rbo Charger IHI RHF5 Mitsubishi TD04HL 15G-1 2
Wate r Cooled Tu rbo/ No Waste gate Turbo/ No Waste gate
Fu e l Pu mp DENSO Common rail HP3 Bosc h In line with B oost Comp
In je c tion Nozzle DENSO G2 type B osc h 5- 0 .28 φ
Fu e l Filte r Wako Tokyo Roki
W/ Primin g Pu mp an d se dime n te r Cartridge Type
Ec o filter Type
5μ
Coolin g Fan 5 0 0 MM X 7 brade s 5 0 0 MM X 7 brade s
Starte r Hitac h 24 V-4 .0 kw Nikko  2 4V- 4.5 kw
Alte rn ator Nikko 2 4 V- 5 0A Mitsu bish i 24 V-5 0 A
Poli-V be lt drive V-belt drive
Oil Cooler bu ilt in ３ laye rs Bu ilt in
Oil c apacity MAX 13 .0 L MIN 1 1 .0 L MAX 14 .0 L MIN 1 0 .0 L
Valve gap IN 0 .1 5 Exh 0.1 5 IN 0 .40 Exh 0 .4 0
Compre ssion 3 .0MPa @ 2 0 0 RPM 3 .04 MPa @ 2 0 0 RPM
 Performance
Performanceof
of4JJ1X
4JJ1Xvs.
vs.4BG1TC
4BG1TC
Tire2 Tire3 Notes for 4JJ1X
En gin e model 4BG1TC 4JJ1X
Cyl No. displacement 4-4,329 4-2,999
Dry weight (kgf) 362 320 Not so difference
Bore x stroke 105 x 125 95 x 105
Valve No.-type 2-OHV 4-DOHC
Fu el injection Pu mp Mechanical Common Rail
Max Torque 440Nm/1800 422Nm/1800
Max Output (kW) 93 96
Output w/1 8t excavator 90.2/2200 90.2/2200
Fu e l Con su mption (g/ kwh r) 242 228 Low consumption
Oil Consumption (cc/h) 20 10
In terval of oil add every 250h every 500h No add required during oil life
Noise (fu ll load w/ o fan )(dB) 91 88 -3dB
Life of fan belt - 3 times
Dimension LHWmm 793x954x718 782x842x747 L and W is similar size
Life (record w/4 t tuck) - 1.3 times
 4HK1 Engine Specifications
Model 4HK1X Model 4HK1X
Item Item
Engine model Water cooled, 4-cycle, inline Fuel filter type
4-cylinder OHC, Filter paper type
direct injection diesel
Rated output -1 Oil filter type
(kW/min ) 147/2100, 12.6/2000 Full flow filter
Maximum torque -1 Oil pump type
(Nm/min ) 686/1500, 677/1500 Gear type
Cylinder arrangement Oil cooling type
and number – bore × L4-φ115×125 Water-cooling
stroke (mm)
Displacement (L) 5,193 Amount of engine oil (L) Oil pan：13.0-20.5
Compression ratio Cooling system method Water-cooled controlled
17.5
circulation type
Compression pressure MPa Cooling water full
3.23 (468)/200 14
(psi)/rpm capacity (L)
Dimensions (length × Water pump type
1043.2×829×1011.8 Centrifugal, belt type
width × height) (mm)
Weight (kg) 478 Thermostat type 2 wax-type units
Fuel injection order 1-3-4-2 Air cleaner type Filter paper type
Injection pump type Electronic control fuel injection Generator capacity
24-50
system (common rail type) (V-A)
Governor type Electronic type Starter (V-kW) 24-5.0
Timer type Electronic type Turbocharger type RHF-55 (IHI)
Nozzle type Intercooler type Aluminium tube and end plate
Multi-hole type
type
Thermostat valve open
82
temperature (℃)
Exhaust gas recirculation device
Installed
(EGR)
 6HK1 Engine Specifications
Model 6HK1X Model 6HK1X
Item Item
Engine model Water cooled, 6-cycle, inline Fuel filter type
4-cylinder, OHC, Filter paper type
direct injection diesel
Rated output (kW/min-1) 208/1900 Oil filter type Full flow filter
Maximum torque (Nm/min-1) 1125/1500 Oil pump type Gear type
Cylinder arrangement Oil cooling type
and number – bore × L6-φ115×125 Water-cooling
stroke (mm)
Displacement (L) 7,790 Amount of engine oil (L) 28-38
Compression ratio Cooling system method Water-cooled controlled
17.5
circulation type
Compression pressure MPa Cooling water full
304(441)/200 14.5
(psi)/rpm capacity (L)
Dimensions (length × Water pump type
1356.5×995.4×1178 Centrifugal, belt type
width × height) (mm)
Weight (kg) 650 Thermostat type 2 wax-type units
Fuel injection order 1-5-3-6-2-4 Air cleaner type Filter paper type
Injection pump type Electronic control fuel injection Generator capacity
24-120
system (common rail type) (V-A)
Governor type Electronic type Starter (V-kW) 24-5.0
Timer type Electronic type Turbocharger type RHG6(IHI)
Nozzle type Intercooler type Aluminium tube and endplate
Multi-hole type
type
Thermostat valve open
82
temperature (℃)
Exhaust gas recirculation device
(EGR) Installed
 6WG1 Engine Specification
Model 6WG1TQA 6WG1XQA 6WG1XYSA-01
Item TIER2 TIER2 TIER3
Water cooled, 4-cycle, inline Water cooled, 4-cycle, inline Water cooled, 4-cycle, inline
Engine model 4-cylinder, OHC, 4-cylinder, OHC, 4-cylinder, OHC,
direct injection diesel direct injection diesel direct injection diesel
Rated output (kW/min-1) 235.4/1800 295/1800 260/1800
Maximum torque (Nm/min-1) 1275/1500 1540/1500 1580/1500
Cylinder arrangement
and number (mm) L6-φ147×154
– bore × stroke
Displacement (L) 15,681
Compression ratio 16.4 16

Compression pressure MPa(psi)/rpm 2.75(400)/200

Dimensions
(mm) 1462×1007×1287(with fan) 1741×1016×1340(with fan) 1462×1015×1422(with fan)
(length × width × height)
Weight (kg) 1125 1185 1153
Fuel injection order 1-5-3-6-2-4
Mechanical fuel injection pump Mechanical fuel injection pump Electronic control fuel injection
Injection pump type (Inline fuel injection pump) (Inline fuel injection pump) system (common rail type)
BOSCH PE-P-S3S BOSCH PE-P-S3S Denso HP0
Injection pressure 17.7/22.1 17.7/22.1 180MPa
Governor type RSV type RSV type Electronic type
Timer type Equipped Equipped Electronic type
Injector Denso G2
2Stage Nozzle 2Stage Nozzle Multi-hole type(8xφ
Nozzle type Multi-hole type(8xφ0.24mm) Multi-hole type(8xφ0.24mm) 0.19mm)ZX450
Bosch KBL2.4 Bosch KBL2.4 Multi-hole type(8xφ
0.21mm)ZX600/800
Exhaust gas recirculation device (EGR) No No Installed
 6WG1 Engine Specification
Model 6WG1TQA 6WG1XQA0* 6WG1XYSA-0*
Item TIER2 TIER2 TIER3

Fuel filter type Cartridge(Filter paper type) Cartridge(Filter paper type) Filter paper type

Oil filter type Full flow filter(Remote) Full flow filter(Remote) Full flow filter(Remote)
Oil pump type Gear type Gear type Gear type

Oil cooling type Water-cooling

Amount of engine oil (L) Total 42-52 (37-47 Oil Pan) Total 42-52 (37-47 Oil Pan) Total 42-57 (37-52 Oil Pan)
Cooling system method Water-cooled controlled circulation type
Cooling water full
(L) 36
capacity
Water pump type Centrifugal, belt type
Thermostat type 2 wax-type units
Air cleaner type  To be supplied by OEM

Generator capacity (V-A) MITSUBISHI 24-50 MITSUBISHI 24-50 MITSUBISHI 24-50

Starter (V-kW) MITSUBISHI 24-7.0 MITSUBISHI 24-7.0 MITSUBISHI 24-5.0

Turbocharger type RHC9(IHI) RHC9(IHI) TD08H-31M (MHI)
Intercooler type Not Equipped Equipped Equipped
Thermostat valve open
(℃) 83(95)
temperature(10mm)
 4JJ1X
4JJ1X Right
Right Side
Side View
View
Charged Air Outlet
Exh Gas Outlet (to Inter Cooler)

Turbocharger
Built in Oil Cooler

SAE #3 HSG

Alternator

Oil Filter

Confidential
 4JJ1X
4JJ1X Left
Left Side
Side View
View
Multiple Injection Confidential
Common Rail
Aluminum
Oil Filler Cap Cylinder Head

Charged Air Inlet

(from Inter Cooler)

Water Outlet

Common Rail

Bell Mouth Starter

Fan Shroud (Opt.)
Common Rail
Supply Pump
Water Inlet

Big Capacity Oil Pan

 4H/6H Engine Layout /Main Parts
TURBO CHARGER
COOLED EGR
INJECTOR
(Inside of HD COV)

Common Rail

Supply Pump

Remote Oil Filter

6WG1X Engine Layout /Main Parts
EGR Valve Main Fuel Filter
(Tandem)

Common Rail
EGR Cooler
(Tandem)

Supply Pump
(G Sensor)
6WG1X Engine Layout /Main Parts

Turbocharger

Remote Oil Filter Port

 4BG1T
4BG1T vs
vs 4JJ1X
4JJ1X base
base structure
structure
２ Valve Flat OHC Roller control Rocker arm
ＯＨＶ tappet ４Valve
High strength Good SFC
Cylinder High power
head

High strength High

Cylinder strength
block crank case

4BG1T 4JJ1X
Strong structure Latest emission technology
High power/low Improve chamber, Comｍon Rail System
Vibration/Low noise
 DOHC 4 Valves
Multiple Injection
Roller Follower Common Rail

(EGR Cooler)
(Electronic Control
EGR Valve)
Built in Oil Cooler

Aluminum
Cylinder Head

4JJ1X SECTION VIEW

TIMING CHAIN

(EGR PORT)

TIMING GEAR

4JJ1X SECTION VIEW

 4JJ1X TIMING TRAIN
CAM SHAFT ; EXHAUST CAM SHAFT ; INLET

TIMING CHAIN

Oil Drain speed

improved FUEL SUPPLY PUMP

VACUUM PUMP
(For Vehicle Use Only)

CRANK P/S PUMP

(For Vehicle Use Only)

OIL PUMP
Crank case removal needs to remove Cyl Head
Cyl Head

Cyl Body

Crank Case
Gear
Case
Assy Oil Pan
 Characteristics of Main Structure Components
6BG1 vs 4HK1 Roller rocker
2 valves Cam Overhead cam (Lubrication for improved abrasion resistance)

Liner ＯＨＶ Flat tappet (High rigidity of cylinder head)

4 valves
Chrome plating (Improved
Roughness 5μ combustion,
High power,
High rigidity)

Liner
Phosphate coating
Roughness 3μ
(Reduced oil
consumption)

Symmetry
High rigidity
cylinder block
＆ Crank/Journal pin
Crank/Journal pin diameter Rudder frame diameter
Φ80/64 Φ82/73
6BG1TC (High rigidity, High power) 4/6HK1TC (High power)
Characteristics of Main Structure Components
6WG1X
OHC 4VALVE Cooled ＥＧＲ
High Rigidity of Maximum
Cyl. Head Inj.Pressure
１３０ＭＰa
Electronic Cont.
Common Rail
High Efficiency
Turbocharger High Rigidity
（no Waste Gate） Rudder Frame

Symmetry
High High
Rigidity Rigidity
C.Block C. Shaft
 High Rigidity
(Adoption of rudder frame structure)
6B
6B Engine
Engine 4/6H
4/6H Engine
Engine

Bearing cap structure Rudder frame structure

 Comparison of Pistons
6BG1T 4HK1X/6HK1X

MoS2 (Molybdenum disulfide) coating

・Autothermatic - Thermal flow

→ High shear modulus
- Molybdenum disulfide coating
→ Low friction of pistons
 Noise
Noisecomparison
comparison 4JJ1X
4JJ1Xvs.
vs.4BG1TC
4BG1TC
SOUND PRESSURE LEVEL ENG. TYPE 4JJ1X
*** Full Load AVERAGE *** Comparison to 4BG1TC (w/o Fan)

95 ●――――●
3 dB
Reduct
4 JJ1 X
FAN: No n e
4JJ1X ion
90
×- - - - - ×
ＳＰＬ-ＡＶＥ （Full Ｌoad） ｄＢ（Ａ）

4 BG1 T C
FAN: No n e
85

80 4BG1TC

75

Jun.17.'05
70
600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600
ＥＮＧＩＮＥ ＳＰＥＥＤ （ｒｐｍ）
 4HK1X Engine Noise (4HK1X v.s. 6BG1TC)
ＳＯＵＮＤ ＰＲＥＳＳＵＲＥ ＬＥＶＥＬ ＥＮＧ．ＴＹＰＥ ４ＨＫ１Ｘ
*** AVERAGE *** Comparison with 6BG1TC (no fan)

●――――●
100 4 HK1 X - 0 1 6
ＳＰＬ-ＡＶＥ （Ｆ ＵＬＬ ＬＯＡＤ） ｄＢ（Ａ）

98 FA N : N o n e
96
94
92 ×- - - - - ×
90 6 BG1 TC
88 FA N : N o n e
86
Ar o u n d 5 dBA
84
lo we r t h an
82 6 BG1 T C
80
78
76
600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600
ＥＮＧＩＮＥ ＳＰＥＥＤ （ｒｐｍ）
6HK1X Engine Noise (6HK1X v.s. 6HK1TC-Tier2)

Comparison with 6HK1TC-Tier2 (no fan)

Around 5dbA
Lower than 6HK1TC
-Tier2
 6WG1X Engine Noise (Tier 3 v.s. Tier 2)
ＳＯＵＮＤ ＰＲＥＳＳＵＲＥ ＬＥＶＥＬ ＥＮＧ．ＴＹＰＥ ＡＨ−６ＷＧ１Ｘ
*** AVERAGE *** 6WG1X-Tier2との比較
Comparison with TierＦＡＮ無
2

●――――●
100 6WG1X-Tier3
ＳＰＬ-ＡＶＥ （ＦＵＬＬ ＬＯＡＤ） ｄＢ（Ａ）

ＦＡＮ：無
Fan : none
98

96

94 ×- - - - -×
6WG1X-Tier2
92 ＦＡＮ：無
Fan : none
90
36WG1X-Tier2比
db(A) lower
約３ｄB（A)の
88 低騒音ﾎﾟﾃﾝｼｬﾙ
Than Tier 2
86

84
600 800 1000 1200 1400 1600 1800 2000 2200
ＥＮＧＩＮＥ ＳＰＥＥＤ （ｒｐｍ）
 Engine Vibration (4HK1X v.s. 6BG1TC)

ＥＮＧ ＦＯＯＴ Ｒｅａｒ ＬＨ (Vertical Direction ４／４ＬＯＡＤ） ４ＨＫ１Ｘ

６ＢＧ１ＴＣ
10.0
9.0
4HK1 vibration is competitive
8.0 with 6BG1 due to,
1)Small Displacement
7.0
Ａｃｃｅｌｅｒａｔｉｏｎ(G)

2)Pilot Injection fine tuning

6.0 3)Suitable Engine mount location

5.0
4.0
3.0
2.0
1.0
0.0
800 1000 1200 1400 1600 1800 2000 2200 2400 2600
ENG.SPEED(rpm)
Lubrication
Lubricationconsumption
consumptionof
ofoil
oil4JJ1X
4JJ1Xvs.
vs.4B1TC
4B1TC

4BG1TC
4JJ1X

4JJ1X oil consumption 30% reduction in ISUZU test

Lubricate Oil Comparison (4HK1X v.s. 6BG1TC)

Result of 1000Hrs Full Load/Full Speed Endurance Test

L.O.C Average : 6BG1TC---48.3cc/Hr

4HK1X-----18.1cc/Hr

ＺＡＸＩＳ

ＺＡＸＩＳ-３型
System Schematic (4HK1)
 4JJ1X Sensor/Actuator layout

１．ECT 2. SCV 3. FT 4. Oil Pressure Sensor 5. CKP 6. C/R Pressure Sensor 7.Injector 8.EGR Valve 9.BP Sensor
10. BP Temp Sensor 11.Glow Plug 12.Overheat SW 13. CMP sensor
 4HK1X Sensor Locations
Boost pressure
sensor
G (cam) sensor

Crank sensor

Coolant
temperatur
e sensor

Common rail pressure

sensor Fuel temperature
sensor
Boost temperature
sensor 〔Vehicle equipment〕
Oil pressure  ・Ambient temperature sensor
sensor
 ・Atmospheric pressure sensor
 Ambient Temperature, Atmospheric Pressure Sensor
Location on Vehicle Equipment (ZX200-3)
Ambient
Utility Room Temperature Sensor

Vehicle
Front Side

Atmospheric Pressure
Sensor
Air Cleaner
 Coolant Sensor Locations (4H/6H)
Temperature
Engine LH Engine Rear

6H
Common Rail 4H
Pressure

Boost Pressure Crank Cam

Boost Temperature Position Position

Fuel Temperature Oil Pressure

 6WG1X Sensor Layout
Name
1.Pressure Control Valve
2. Fuel Temperature Sensor
3. G Sensor (Cam speed)
4. Boost Temperature Sensor
5. Common Rail Pressure Sensor
6. Engine Coolant Temp. Sensor
Refer to
6WG1 Engine Troubleshooting
Manual (NM1J1-E-ENG-T)  １Ｅ-９８
7. EGR Valve
8. Boost Pressure Sensor
9. CKP Sensor (Crank speed)
10. Engine Oil Pressure sensor
11. Overheating Switch
System Schematic (6HK1)
Comparison with Conventional System
TWV: Two Way Valve
 Common Rail System Characteristic
・ The common rail system uses a type of accumulation chamber called a rail to store pressurized
fuel, and injectors that contain electronically controlled solenoid valves to inject the pressurized
fuel into the cylinders.

・ Because the engine ECM controls the injection system (including the injection pressure,
injection rate, and injection timing), the injection system is independent and thus unaffected
by the engine speed or load.

・ Because the engine ECM can control injection quantity and timing to a high level of precision,
even multi-injection is possible.

・ This ensures a stable injection pressure at all times, even in low engine speed range.
Fuel Injection Rate Control

4HK1X/6HK1X Tier3 apply Main & Pilot Injection only

Fuel Injection Rate Control
Conventional
ConventionalInjection
Injection Pilot
PilotInjection
Injection

Injection rate

Small mixed
Large mixed combustion
combustion
(NOx, noise)

Generation
rate of heat

Crank angle (°) Crank angle (°)

Pilot Injection reduce NOx and Noise

 Control System Refer to
Engine Trouble-
Shooting Manual
  １Ｅ-８８

Sensors Actuator

Accelerator position
Accelerator position
Accelerator position Injector
Injector
sensor
sensor
Engine speed ・ Injection amount control
Crankshaft
Crankshaft ・ Injection timing control
position
positionsensor
sensor
Common
Commonrail
rail
Cylinder identifying pressure sensor
Camshaft signal pressure sensor
Camshaftposition
position
sensor,
sensor,
G sensor
G sensor
Supply pump
Other Supply pump
Othersensors,
sensors,
Switches ・ Injection pressure control
Switches
 Function of ECM
Engine Control System Configuration
 Engine Control
   Basic Injection Control
（Injection Quantity、Injection Pressure、Injection Timing、Injection Rate）
   Fuel Injection Compensation
（Starting Fuel Compensation、Altitude Compensation、Over Heat）
  EGR
 Another Engine Control
All control is calculated and set by
   Idling control the on-boad control module, 
   QOS using the performance map and
according to the detected engine
   Self-diagnostic function and ambient conditions.  
   CAN communication
 ECM Engine Data Map
ENG SPEED rpm
y¥x 0 400 550 600 700 950 975 1020 1030 1070 1090 1200 1300
FUEL 0 50 30 30 40 50 65 80 80 85 85 90 90 90
QUONTITY 10 50 30 30 40 50 50 80 80 85 85 90 90 90
MM3/ST 15 50 30 30 40 50 50 80 80 85 85 90 90 90
40 50 30 30 40 50 65 80 80 85 85 90 90 90
45 50 40 40 40 50 65 80 80 ECM
85 has85several
90 Engine
90 90 control
75 50 50 50 50 50 65 80 80 85Data85Map90 90 90
85 50 50 50 50 50 65 80 80 85 85 90 90 90
95 50 50 50 50 50 65 80 80 ①Base
85 Map−Engine Speed
85 90 90 90 v.s.
Rail
120 50 50 50 50 50 65 80 80 85 85 90 90 90
  Pressure, Fuel Quantity etc
②Compensation Map−Coolant
Temp. Atmospheric Pressure
150 etc

Rail
100 100-150
Pressure
(MPa) 50-100
50 0-50
230
0 95 Fuel Quontity
Rail Pressure
0
700

(mm3/st)
1030
1300
1450

0
2000
3500

Engine speed (rpm)

Fuel Injection at Starting

Injection amount at cranking

At low temperature
Engine starting mode

Starter signal ON
Less than "N1"
speed (rpm) At high temperature

Engine speed

4HK1/6HK1 N1=550rpm
 Starting Fuel Quantity Adjust

Starting始動燃料流量補正
Fuel Quantity
（mm3/st）

ECM adjust Starting Fuel Quantity by Coolant Temperature Sensor signal

Engine エンジンクーラント温度
Coolant Temp. (deg C)
 High Altitude Correction
Maximum Fuel
Quantity

ECM adjust maximum Fuel Quantity by Atmospheric Pressure Sensor signal

Atmospheric Pressure
High Altitude
 Over Heat Control

In addition Alarm raise above 105℃,

Fuel Quantity decrease above 100℃
100℃

Fuel Quantity

105℃
Engine Coolant
Engine Temp.
Coolant Temp.
 Over Heat Control
6HK1X/4HK1X/4JJ1X Overheat Fuel Quantity Limit

120

100
Q change rate（％）

80

60

40 10degC

20

0
90 100 110 120 130 140
Coolant Temp（℃）
 QOS (Quick On Start) System
The ECM determines the period required for glow (pre-glow, glow, after-glow), and operates the glow
relay and QOS indicator lamp.QOS system allows to make the starting at cold weather easier and reduce
white smoke and noise at starting.When turning the key switch to ON, the ECM detects the engine
coolant temperature by signal from engine coolant temperature (ECT) sensor and changes the period for
glow so that the proper starting conditions can be achieved all the time.Also, after-glow function allows
to stabilize idling immediately after starting.
Pre-Heat Time

Engine Coolant Temp.

6H/4HK1/4JJ1 Q Trim

Torque 1800RPM 2200RPM (4JJ1)

1000RPM
1500RPM
1000RPM 2000RPM

RPM
 ＣＡＮ Communication Circuit
All ECU on Vehicle connected through CAN Communication Circuit
○MC：Main Controller
Satellite Dr.ZX
Communicatio
○ECM：Engine Control Module n

ICF
○ICF：Information Controller
Monitor Unit
   CAN Bus

○Monitor Unit

MC
CAN（Controller Area Network）
communicate
・Target Engine Speed CAN Bus
・Engine and Vehicle Trouble Code ECM
・Monitoring Engine and Vehicle Operating
Condition Tech2
 ＥＣＭ Ｃｏｎｎｅｃｔｏｒ Ｒｅｍｏｖａｌ

Push the Button Lift up the Lever Pull down the Lever
until sound coming
Common Rail System (SCV)
Common Rail

Supply Pump

Injector

ECM
 Main Component
Common Rail Injector

Supply Pump
ECM
SCV（Suction
Control Valve)
 Supply Pump for ４Ｈ・６ＨＫ１（ＳＣＶ）

４HK１ （HP3)

 ６HK１ （HP４)
Supply Pump Fuel Flow
1. Fuel Tank
2. Fuel Filter
3. Suction
4. Fuel Inlet
5. Feed Pump
6. Regulating Valve
7. Suction Control Valve (SCV)
8. Return Spring
9. Plunger
10. Suction Valve
11. Delivery Valve
12. Fuel Overflow
13. Return
14. Common Rail
15. Injector
16. Drive Shaft
17. Suction Pressure
18. Feed Pressure
19. High Pressure
20. Return Pressure
 Exploded View
SCV

IN

Filter

Fuel temperature sensor

Feed pump
Regulating valve

OUT
Pump body
Ring cam
Camshaft
 Operation of Suction Control Valve
(SCV)
1. Valve
Liner solenoid type electromagnetic valve
2. Coil to control the time for which current applied
from the ECU to SCV (duty ratio control),
and in this way control the fuel flow quantity
supplied to the high pressure plunger.

A. Small Duty Ratio (Large Suction Quantity)

B. Large Duty Ratio (Small Suction Quantity)

1. Feed Pump
2. Suction Control Valve (SCV)
3. Cylinder
4. Large Valve Opening (Maximum
Intake Quantity)
5. Small Valve Opening (Minimum
Intake Quantity)
Operation of Suction Control Valve (SCV)
1. Feed Pump

2. Suction Control Valve (SCV)

3. Cylinder

・When the SCV Energized Duration is short ・When the SCV Energized Duration is long

The average current flowing through the solenoid The average current flowing through the solenoid
is small, the cylinder is returned by the force of is large, the cylinder is pressed out, and the valve
the spring, and the valve opening is large. opening is small.
As a result, the fuel suction quantity increases. As a result, the fuel suction quantity decreases.
Operation of Fuel Supply Pump

 ４H CAM 
（HP3)

 ６H CAM 
（HP4)
 Common Rail System Main Parts
Common Rail Injector

Injector Hole Diameter

ZX450-3: 8-Φ0.19 
ZX650/800-3: 8-Φ0.21

PCV : Pressure Control Valve

Supply Pump
ECM
G Sensor (Cam speed)
 Supply Pump（PCV type）

(Pressure Control Valve)

Feed Pump   Ｇ Sensor Gear    

 Supply Pump (PCV) operation
Intake Stroke Pumping Stroke

Can Lift

Open Valve

PCV Operation Close Valve

Close Valve

To Common Rail

Delivery Valve
Plunger
 Common Rail
Flow damper

Common rail
pressure sensor
Pressure limiter
 Pressure Limiter opens to release the pressure
Pressure Limiter if abnormally high pressure is generated.
It resumes operation (closes) after the pressure
falls a certain level.

Pressure limiter

Valve open

Valve closed Abnormally

high pressure

Common rail pressure

 Common Rail Pressure Sensor
Sample of Rail Pressure

（Rail Pressure Sensor）

Fuel Quantity (mm3/st)

160MPa

100 – 150MPa

70 – 90MPa

30 – 60MPa

Rail Pressure Sensor

Engine Speed (rpm)
 6HK1
Approx.
160MPa

Approx. 30MPa
2000RPM
900RPM

RPM
 Flow damper Reduce the pressure pulsations in the pressurized
line and also prevent abnormal discharge of fuel
Flow damper

Common rail Injector

Piston Ball Spring

 Injector
Orifice 1

Orifice 2

Nozzle Hydraulic piston Orifice Solenoid

 Injector Outline

Common
Common railrail
pressure Leak
pressure sensor
sensor

Orifice

Common rail Control chamber

Hydraulic piston

Nozzle

Supply pump
Injection pressure control
Injector Circuit

Constant current
circuit
Constant current
circuit
Charge circuit
 CKP(Crank Position) Sensor,
CMP(Cam Position) Sensor

CMP sensor detects the camshaft

Amp circuit
Cam position rotation and identifies the cylinder.

CMP
sensor
Amp circuit
Crank position
CKP sensor detects the engine
speed.
CKP sensor
ＣＫＰ Sensor waveform

4JJ1

4 teeth missing
ＣＭＰ sensor wave form (4H,4J)

No.1 cylinder
Recognition pulse
,4H
CMP Sensor Waveform

4JJ1
G(CMP), CKP(NE) Sensor,
Diagram (6 Cylinders)
No.6 cylinder No.1 cylinder
G standard pulse No.1 cylinder G standard pulse
Recognition pulse

No.1 cylinder No.6 cylinder No.1 cylinder

NE standard pulse NE standard pulse NE standard pulse
Common Rail Pressure Sensor

Common rail pressure

 Boost Pressure Sensor

Electronic circuit Silicon chip

Vacuum chamber

Filter
Intake air pressure
Boost pressure
Engine Coolant Temperature Sensor

Engine coolant temperature

Fail-safe:
Fail-safe:Changes
Changesto
to80℃
80℃inincase
caseof
ofabnormality.
abnormality.
Fuel Temperature Sensor

Fuel temperature (℃)

Fail-safe:
Fail-safe:Takes
Takesthe
thevalue
valueofofthe
thewater
watertemperature
temperaturesensor
sensorinincase
case
ofofabnormality.
abnormality.
Intake Air Temperature Sensor

Intake air temperature (°C)

Fail-safe:
Fail-safe:Takes
Takesthe
thevalue
valueofofthe
thewater
watertemperature
temperaturesensor
sensorinincase
case
ofofabnormality.
abnormality.
 Cooled EGR
EGR stands for ”Exhaust Gas Recirculation”.
This equipment lowers burning temperature by
mixing some of the emitted exhaust gas with To intercooler

the intake air to control oxygen concentration Turbo

in the combustion chamber slowing down
combustion. From air cleaner To silencer
This enables reduction of nitrogen oxide
or ”NOx” which is produced during high- Exhaust manifold
temperature combustion. Cooled EGR system
is a system which equips cooling system in the Coolant out

EGR gas passages.

Engine EGR cooler
This system contributes reduction of NOx by
further lowering the burning temperature than Coolant in
normal EGR with cooling down the heated
EGR gas with cooler before mixing with the Intake manifold

intake air.
Moreover, by cooling down the high EGR valve
temperature EGR gas, intake air concentration Reed valve
is increased resulting in more air capacity. From intercooler
ECM
This brings close to the perfect combustion
resulting in reduction of PM and other graphite
as well as better fuel consumption.
ＥＧＲ Layout
1.Various Sensor Inputs
2.Exhaust Gas Re-circulation (EGR) Valve
3.EGR Cooler
4.Engine Coolant
5.Intake Air
6.Engine Control Module (ECM)

EGR VALVE ASM

1.EGR Pipe
2.EGR Cooler
3.EGR Adapter
4.EGR Valve & REED VALVE
EGR Control

ECM operates the motor according to

engine speed, engine load, etc. to control
amount of EGR valve lift.
Amount of valve lift is detected by EGR
position sensor.
The dark color area in the figure shows
that the valve lift amount is large, and the
darkest color area shows that the valve lift
amount is almost 100%.
 ＥＧＲ Gas Flow Control
EGR gas enter into the intake side when exhaust air pulsation higher than intake gas pulsation

Exhaust Gas Pulsation

Intake Air Pulsation

REED VALVE prevent Intake Air enter into Exhaust Gas Side
 EGR Control
ECM provides 5 V to the EGR position
sensor U, V, and W through 5-V power
supply circuit and grounds to the inside
of the ECM through ground circuit.

EGR position sensor outputs polarity

(ON, OFF) of any one of the EGR
position sensors U, V, and W through
respective signal circuit to the ECM.

ECM detects the EGR valve position

by counting the number of change in
SENSOR OUTPUT polarity.

UVW INPUT
 ZX-3 Reinforce Filtration Performance
Negative
Engine
Positive
High Press.
Over Flow

Fuel
Fuel Tank Cooler
Common Rail
Pre. Filter Main Filter Feed Pump

Fuel Pumo Plunger

Regulator
Supply Pump

Filter
Type Fuel Pump
Pre.Filter Main Filter
Strainer
ZX200-3∼ 17μ  0.8ｍ2 100μ  4μ  0.54m2
ZX330-3 W/Sedimenter Reuseable W/Sedimenter
（Ref）ZX200（20μ  0.48m2） − 20μ  0.21m2
※ZX200 Pre Filter :Option
 Fuel Filter，Fuel Pump
Pump Room

Fuel Pump Filter Wrench

(Pre, Main common）
Pre. Filter
Main Filter

Priming Pump

Pre. Filter Fuel Pump Main Filter

Improve Engine Oil Drain Method
（OIL PAN）

Drain Cock

Drainer
（On Vehicle）
 How to Replace Parts
1
z Never replace the pressure limiter, fuel temperature
sensor, flow damper alone.If faulty, replace the
common rail assembly and all the fuel pipes.
z Do not reuse the high-pressure pipe and injector
pipe of the fuel system.Replace with new one if it is
removed.
Change sealing line
（Not Reuse）
For SCV pump, the pump unit cannot be replaced itself
because the fuel temperature sensor is installed on it.
Be sure to replace it as supply pump ASSY.

Name
2
4 1. Injector pipe
2. Flow damper
5
3. Common rail pressure sensor
4. Fuel temperature sensor
5. Pressure limiter
3
 World Fuel Map for Off-road Machine
2005.4.14
Level of Consideration

Danger Need Care Good Unkown

・Sulfur contents ；    1000∼3000ppm / above 3000ppm
・Water contents
・Dust contents
・Fuel viscosity ;   HFRR 460∼560 / above 600
・Additive  

N.Europe
Sulfur
Water
Dust
Viscosity
W.Russia E.Russia
CANADA
Additive Sulfur Sulfur
Sulfur Water Water
Water Dust Dust
Dust EU Viscosity Viscosity
Viscosity Additive Additive
Additive Sulfur
Water M.East
Dust China，E.Asia
N.America Viscosity Sulfur JAPAN
Sulfur
Additive Water
Water Sulfur
Sulfur Dust
Dust Water
Water N.Africa Viscosity
Viscosity Dust
Dust Additive
Sulfur Additive Viscosity
Viscosity
Water Additive
Additive
Dust
S.E.Asia
Viscosity Sulfur
S.America Additive Water Oseania
Sulfur Sulfur Dust
Water Water Viscosity Sulfur
Dust Dust Additive Water
Viscosity Viscosity Dust
Additive
S.Africa Viscosity
Additive
Sulfur Additive
Water
Dust
Viscosity
Additive
 Tier-3 Engine major specification and
Maintenance point
1.High pressure fuel injection control by common rail system. AGAIN
→Prohibit teardown and re-adjustment of injector.
→Prohibit re-use of injector pipe and high pressure fuel pipe.
→Must be keep ISUZU fuel requirement.
→Keep observe strictly the maintenance schedule.

2.Electronic control module.

→notice : A battery cable must be disconnect at the time of welding work for
ECM protection.

3.Cooled EGR
→Must be keep ISUZU fuel requirement.
→Must be keep ISUZU Engine oil requirement and maintenance.
→Observe engine strictly of Maintenance.
List of Special Service Tools (1/3)
List of Special Service Tools (2/3)
List of Special Service Tools (3/3)
  Detect Failure
SCAN Tool

Dr.ZX Monitor
ZX
ZX-3

Dr.ZX
 Tech2

¾As ZX-3 type machine scan tool, Dr.ZX add the new function of engine failure
detection ⇒ Main Scan Tool
¾Monitor also able to scan the failure of vehicle and engine and to monitor
operating condition.
¾Isuzu prepare Tech2 for Isuzu service network 
(Special Tool) Breaker Box（Harness Checker ）
Breaker Box is a tool to easily check open or short circuit in connector pin
and harness between ECM and each sensor or actuator

Refer to

4HK1/6HK1 Engine
Troubleshooting
Manual
(NM1V1-E-ENG-T)

  １Ｅ-８５
(Special Tool) Injector Checker
Injector Checker is a tool to easily check the defect injector by cutting
the current flow to a selected injector.
(Same function was applied on the Dr.ZX from Mar.’06. Ver.0.28)

Refer to
4HK1/6HK1EngineTroubleshooting
Manual （NM1V1-E-ENG-T)
  １Ｅ-７８
  Trouble Shooting procedure
A. Diagnostic process with an interview
1) Confirm user complain. (Use Questionnaire Sheet)
2) Carry out preparative inspection.
3) Confirm service information.
4) Confirm DTC code. (Translate to Isuzu Code)
5) Confirm phenomenon by visual observation.

(Notice) ECM Power OFF

B. Repair The power supply inside the ECM does not go off for about 10 seconds
after turning the key switch OFF.
If the ECM power needs to be off such as for memory clear, wait for
C. Check more than 10 seconds after turning the key switch OFF.
Check list for engine control system Inspector's company name
Inspector's name

User User's name

Address
Confirm Machine
userapplication
complain using Questionnaire sheet
Machine Date of delivery Date of trouble occurrence
Operating period
Machine model name Machine No.
Engine Engine model name Engine No.

Engine does not start □ □ □ □

Difficult starting of engine□ □ □ □
Trouble symptom

Unstable idling □ □ □ □
Drivability is low. □ □ □ □
□ □ When accelerator □ □
Engine stall pedal (lever) is released
□ When gear is shifted up □ At certain operation □ □
 When operating at full load mode
Vibration at idling

Trouble occurrence data

Frequency of trouble □ □ □ □
Refer to
Weather □ Fine □
Cloudy □ Rain □ Snow
□ After lightening □
Others ( )
Ambient temperature □ 30℃ or more □
Around 20 - 30°C □ Around 10 - 15°C □ 0℃ or less ( ℃)
Season □ Spring □
Summer □ Autumn □ Winter 4HK1/6HK1 Engine
Location □ Outdoor □ Construction field (Type □ General road □ Rough road
□ Indoor □ Roadworks field (Type ) □ Expressway □ Slope (grade degree )
Troubleshooting
Trouble condition

□ In mountain □ Harbor □ On the sea □ Height ( m above sea level)

□ Others ( )
Engine temperature □ Cold □ During warming-up □ After warmed-up □ Others ( ) Manual
Oil/coolant temperature □ Engine coolant temperature □ Oil temperature ( ℃)
Operating condition □ □ □ □ (NM1V1-E-ENG-T)
□ □ □ □
Condition when trouble o □ After oil is replaced □ After oil filter is replac □ After replenishment of □ After sedimenter is drained
□ After operating on slope □ After out of gas □ After washing with high□ Others ( )
Oil
Fuel type
□
□ Light oil
□
□ Krosene
□
□ A heavy oil
□
□ Others ( )   １Ｅ-１４、１５
□ Diesel fuel Special No. 3 □ Diesel fuel No. 2 □ Diesel fuel No. 1 □ Diesel fuel Special No. 1

Diagnosis lamp □ ON □ Sometimes comes on □ Not come on

DTC Current trouble □（         ） □（         ） □（         ） □（         ）
□（         ） □（         ） □（         ） □（         ）
Past trouble □（         ） □（         ） □（         ） □（         ）
□（         ） □（         ） □（         ） □（         ）
Past trouble history □ Year Month Date (Content ) [Measure: ]
□ Year Month Date (Content ) [Measure: ]
   How to use “Trouble Shooting Manual”
 （ＮＭ１Ｖ１−Ｅ−ＥＮＧ−Ｔ）

＊Confirmation process from DTC code.(DTC;Diagnostic Trouble Code)

   ① Confirm DTC code by Ｄｒ．ＺＸ or Monitor.
② To translate Hitachi DTC code to Isuzu DTC code
   ③ To read/confirm the pages which described Table
of DTC code on trouble shooting manual.
   ④ To read detail description of each DTC code.  

＊Confirmation process from phenomenon.

   ① Confirm failure phenomenon.
② To read/confirm the pages which described Table
of phenomenon.
   ③  To read detail description of each failure.    
Translate Hitachi DTC Code to Isuzu Code
Translate Hitachi DTC code （ＳＰＮ＋ＦＭＩ）to Isuzu DTC code（Ｐ Ｃｏｄｅ）
Read detail description of each DTC code

Refer to 4HK1/6HK1 Engine Trouble Shooting Manual（NM1V1-E-ENG-T)

１Ｅ-５９５，５９６

Electronic control fuel injection system（Common rail type） ＩＥ−５９５

DTC Code Reference Sheet for Hitachi and Isuzu

Trouble display
ＳＰＮ ＦＭＩ Ｐ Code ＤＴＣ description
on monitor
９１ ２ Ｐ１２７１ Ac celerator sebsor ○
1-2 comparison fault
９１ ３ Ｐ１２７７ Ac celerator sebsor 1 ○
fau lt (low voltage)
９１ ３ Ｐ１２７７ Ac celerator sebsor 1 ○
fau lt (high voltage)
 Detail of Diagnostic Trouble Code
Isuzu DTC code detail, refer to Trouble Shooting Manual １Ｅ-１８３∼２０５
Hitachi unique DTC code, refer to １Ｅ−６００∼６０３
List of diagnostic trouble code
List of diagnostic trouble codes
On some machines, the diagnosis lamp comes on instead of trouble display monitor on the machine.
 ＩＥ−１８３
４ＨＫ１Ｘ
Preconditions Fault Recovery
Flash ＤＴＣ Item to be ＤＴＣ set Behavior when Diagnos
ＤＴＣ when DTC is judgment from
code description detected condition trouble occurs is lamp
set period failure
P0087 227 No pump Common rail 900rpm or more Actual rail Approx. Increase engine ON ＊
１
pressure pressure pressure is 15 3 sec vibration, rough
feed(fuel does not Mpa(2176psi) idling, output
leakage) increase to or less lowering, blow up
the required fault, black smoke
area. emitted, and
excessive output
are possible.
Description of DTC Code（P００８７), Refer to  Back-up:
Limited injection
１Ｅ-２０７∼２１５ amount 3 (multi-
Recovery from failure, refer to ＩＥ−１９４ injection stopped)
Target RP upper
Recovery from failure detail, refer to ＩＥ−１９４ or ２０７ limit(80 Mpa
{11603 psi})
 Recovery from Failure

Pattern
Pattern 11 Wait 10 Pattern
Pattern 22
seconds

Trouble occurs Recovery Trouble occurs Inspection and repair,

from failure
Inspection and repair, or temporary
or temporary recovery from
recovery from failure failure
Recovery from failure
 Recovery from Failure
Pattern
Pattern 33 Engine is recovered from failure,
but trouble code exists and
lamp remains on.

DTC Clear Action Required

Trouble occurs Inspection and repair,

or temporary
recovery from failure

Recovery from failure

Trouble Shoot Process from Phenomenon
Confirm failure phenomenon and read detail description of each failure

Refer to 4HK1/6HK1 Engine Trouble Shooting Manual（NM1V1-E-ENG-T)

１Ｅ-５６３∼５９３

Electronic control fuel injection system（Common rail type） ＩＥ−５６３

List of trouble symptom
Symptom Description
Engine start failure Crank speed is slow.
Crank speed is normal but engine does not start. (not
first combustion).
Engine start (first combustion exists) but can not
maintain stable engine speed, or no blow up.

Engine stall Engine cranks but take long time before start. It ope-
rates eventually, or starts but stops immediately.
 Normal Engine Operation Data (Reference)
Tech2 referece value Refer to ＩＥ−６０４∼６０９
The data list is used to check the conditions of the
machine and ｅａｃｈ equipment.
Each machine data is compared with standard value.
The data list is used in trouble diagnosis to judge as out
of reference value temporarily or all the time. (this
Tech2 display menu is subject to change without notice).

４HK1（unoperated P revolution)）
Data display item Units Reference value at unoperated P
revolution (it varies depending on
conditions of the machine)
System Voltage Ｖ ２８．７∼２８．８
Main Relay Voltage Ｖ ２８．３∼２８．５
Desired Idle Speed ＲＰＭ ５００
Engine Speed ＲＰＭ １７９７∼１８０１

４HK1（Ｔｗｏ Ｐｕｍｐ Ｒｅｌｉｅｆ）

Data display item Units Reference value at unoperated P
revolution (it varies depending on
conditions of the machine)
System Voltage Ｖ ２８．６∼２８．８
Main Relay Voltage Ｖ ２８．４∼２８．５
About Tech2 （Ｉｓｕｚｕ S Tool)

1) Display of Diagnostic Trouble Codes

Performs Reading, confirmation and clearing of DTC
2) Data Display
Displays the current data recognized and controlled by ECM
3) Snapshot
Records and plots data when trouble occurs
4) Programming
Enables to confirm the history of data when
ECM is replaced
5) Actuator Test
Checks operation and function at each test
and confirms abnormality
 Trouble Diagnosis Results of Tech2

• Past Trouble
Diagnostic test was completed at previous ignition cycle.
Diagnostic test was accepted at current ignition cycle.
Faults found by the diagnostic test do not currently exist.
DTC codes of Past Trouble are stored in the ECM until clear works have been done.
(After 20 times ignition on and off, Past Trouble codes are eliminated automatically)

• Current Trouble
Diagnostic test was completed at previous ignition cycle.
The faults detected by the diagnostic test currently exist.
The faults exist at the current engine cycle.
After Current Trouble has been accepted, the code is stored in the ECM as Past
Trouble code.
 How to Clear DTC

1. Connect the harness (shown left)

to data link connector.

2. Turn the key switch to ON.

3. Short (connect) the probe.
4. Turn the key switch to OFF (DTC
memory will be cleared
simultaneously).
5. Disconnect the harness.

Hitachi Parts NO：3106414

Data Link Connector is located near
position of ECM.
 Injector QＲ Code Programming

Ｔｅｃｈ２

Ｄｒ．ＺＸ

Injector QR code
New Injector QR codes have to be input in the ECM by using Dr.ZX or Tech2, when
Injectors are exchanged （Input using Dr.ZX was available from March ’06 production）
 What is Injector QR Code
QR (Quick Response) codes have been adopted to enhance correction
precision. The QR code, which contains the correction data of the injector,
is written in the engine ECM. QR codes have resulted ｉｎ substantial increase
in the number of fuel injection quantity correction points, greatly improving
injection quantity precision.

QR Code Correction Point

Ｒａｉｌ Ｐｒｅｓｓｕｒｅ
Parameter

Injection
Quantity

Ｄｒ．ＺＸ or Ｔｅｃｈ２

Actuating Pulse Width TQ

Injector ; QR Code (4H/6H/6W)

Injector QR Code
Injector Location (4JJ1X)
Injector ; QR Code (4JJ1X)
Engine Label

ＥＰＡ Label ＥＣ Label

Engine Production serial NO.

Injector QR Code

ＡＨ−６ＷＧ１ＸＹＳＡ−０１（Engine Model）

ＢＢ/ＡＦ （Prod. Month： Month/Year）
 Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ＝０，１，２，３，４，５

ＢＢ/ＡＦ ＝ １１ month/０５ year

JPN Label
 Off-highway Powertrain Operation Dept. Planning & Service Group

ISUZU Industrial Engine

Diagnostic Tool

- 2007. Jan 17. – 

Off-highway Powertrain Operation Dept.

Planning & Service Group
 Off-highway Powertrain Operation Dept. Planning & Service Group

EMPS-III Position

Major OEM Own Scan Tool

sama

Minor OEM EMPS-III

Sama ( no own
scan tool)
 Off-highway Powertrain Operation Dept. Planning & Service Group

Reflash Tool ＋ ENG S/N, QR,

QTrim DB
＋  Diagnostics

EMPS-I

EMPS-II
EMPS-III
 Off-highway Powertrain Operation Dept. Planning & Service Group

Diagnostic Scan Tool

W/O CAN
EMPS-III includes
Trouble Shooting
Manuals
DTC
CAN/KW Data parameter
Communication

EMPS-III Snapshot
Engine control
module Trouble
-- ECM Shooting
Actuator test Manuals

Software to
reflash

EEPROM
Tech2 Unique Data
Diag
Lamp
KWP2000
 Off-highway Powertrain Operation Dept. Planning & Service Group

Trouble Diagnostic Tools

CAN

Monitor on the machine DTC

Controller on the Data parameter
machine
--ECU OEM scan tool Snapshot
Trouble
Diagnostic
CAN Injector checker
Actuator test Procedure
Communication

Software to
Engine control Tool to rewrite EMPSⅡ rewrite
module
-- ECM

EEPROM
Tech2 Unique Data

KWP2000
EMPSⅢ
 Off-highway Powertrain Operation Dept. Planning & Service Group

When Parts is replaced

Injector QR EGR Supplu Pump

Q Trim Soft,Calib
code initialization Initialization
ECM Soft replace No need*1 No need*1 Latest Parts No adjust to zero poNo need
ECM hard replace Write Write*2 Latest Parts No adjust to zero poNo need for 24V
Injector replace Write No need No need No need No need
EGR replace No need No need Check int'bility adjust to zero poNo need
Supply Pump replace No need No need No need No need No need for 24V

*1 means , not necessary at this moment, if need, bulletin is issued.

*2 means Engine Serial Number should be imported from EMPS、 change Q Trim
      is conducted by persons in ISZ organization under regulation.
Off-highway Powertrain Operation Dept. Planning & Service Group
 Off-highway Powertrain Operation Dept. Planning & Service Group

4)SAE
TECH2 (KWP2000)
16 Pin Connector
Connector ISUZU MOTORS LIMITED
Nov./30/2005

ｺﾈｸﾀ形状 / The shape of connector

KW & CAN
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1

ﾋﾟﾝ配置 / PIN array

Pin No. 端子名称 ﾀﾞｲｱｸﾞﾗﾑ名 ECM側端子

Terminal name Diagram ECM terminal
1 DIAG SW IS−DIAG V52
2 N.C
3 N.C
4 GND Common to GND of ECM (V43,V62) −
5 GND Common to GND of ECM (V43,V62) −
6 CAN_HI CC-CAN-H V18
7 KWP2000 CC-KWP2000 V38
8 N.C
9 N.C Short link
10 N.C
11 N.C triggers
12 N.C
13 N.C Diag Lamp
14 CAN_LO CC-CAN-L V37
15
16
N.C
N.C
flickering

ｺﾈｸﾀ仕様 / Connector parts number

Maker : YAZAKI Corporation
Parts No. Assy Parts No.
Connector Body 7183-7665-30
Panel board (Stopper) 7157-4694 7383-7665-30
Contact (Pin) 7116-1546-02
 Off-highway Powertrain Operation Dept. Planning & Service Group

EMPS III vs TECH II

EMPS-III TECH-II Remark
Function TIS2000
Diag DTC    ○    ○
KW2000 Data Parameter    ○    ○
Snap Shoot    ○    ○
Actuator Test    ○    ○
Rail Pressure Test    ○    ○
Injector Balance Test    ○    ○
Engine RPM adjust N/A N/A by Machine side
Pre-Injection Test    ○    ○
Injection Timing Test    ○    ○
Injector Force Drive    ○    ○
Glow Relay Test    ○    ○
EGR Test    ○    ○
Graph Display    ○ N/A    ○
QR Code    ○    ○
Q Trim N/A    (○) Pass word
Engine Serial Number N/A    ○
ECM Swap N/A    ○
Reflash Reflash    ○ N/A
QR    ○ N/A
ECM Swap    ○ N/A
Factory QR,Q Trim Data    ○ N/A
 Off-highway Powertrain Operation Dept. Planning & Service Group

Languages

• Diagnosis
8 Languages Japanese, English, Spanish, French,
• Reflash   Portuguese、Chinese、Germany、Italian

• Trouble Shooting Manual

Japanese, English

 
 Many countries
have different
type of plugs.
Serial/USB adaptor- Replace this
part. 189
 Off-highway Powertrain Operation Dept. Planning & Service Group

SST. EMPS-III

EMPS (Engine Module Programming

System )
POWER SUPPLY： (Plug may be locally supplied)
AC100-AC240V
     BATTERY DC12V or DC24V
        DC out put is based on ECM
power voltage
DC current more than 2.5A 
CONNECTER : RS-232C
SIZE (cm) W×D×H
Max. 180×110×40
Min. 180×105×30
Description (Part No.)
EMPS (N/A) WEIGHT 350g
 Off-highway Powertrain Operation Dept. Planning & Service Group

EMPS-III Lap Top requirement

• CPU  Pentium 1.6GHz or better

• Memory Min 256 M byte or more
• C drive available 20G or more  
• XP recommended, not applicable to 98
 Off-highway Powertrain Operation Dept. Planning & Service Group

Reflash procedure
CDROM quarterly

Can confirm parts number

before and after

ECM

Enginee EMPS II/III

ring ＋
Version
certified
CD
compresed  Can confirm parts
S19 File by e- number before and after
mail

06/4 - started by OEM in

Canada