’05 Diagnosis course Confidential

Additional information on :

 Components:

o Injectors correction resistors

o Injector QR codes

o EDU internal circuit

 Diagnosis system:

o Data list interpretation

 Relationship MAF and PIM
 Target pump current

o Active test
 EGR operation
 Power balance test
 Fuel leak test

 DTC detection conditions:

o DTC 78
o DTC 49
o 5-digit codes

 Troubleshooting procedure

 D-CAT & 2AD-FHV engine

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  Injector correction resistor:

Low Pressure Side Correction Quantity

Correction -5ΔμS -2.5ΔμS 0ΔμS 2.5ΔμS 5ΔμS
High -4ΔμS 31 41 54 68 85
Pressure -2ΔμS 240 200 160 130 105
Side
Correction 0ΔμS 300 365 440 550 665
Quantity 2ΔμS 1910 1540 1240 1020 825
4ΔμS 2370 3010 4020 5760 9530

 Values in Italic are resistance () values of correction

resistors. There are 25 kinds of values.

 Low-pressure side is correction performed when common rail

pressure is below 65 Mpa. (2.5ΔμS means adding 2.5μS to the
activation time of the injector)

 High-pressure side is correction performed when common rail

pressure is higher than 65 Mpa.

 Injector Quick Response code:

Correction resistor
Injection quantity
Injection quantity

QR code injection correction

Activation pulse correction TQ Activation pulse correction TQ

Resistor type :
As can be seen from the graph and the table, the resistor value is linked to two
different pulse with corrections, based on the common rail pressure (higher or
lower than 65Mpa).

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QR code type:
In a similar graph, the QR code creates 10 different corrections, based on
common rail pressure and injection quantity. This way, the manufacturing
tolerances between injectors can be corrected more precise. As result, the
injection volume feed back values, learned during idling only need to
compensate for the engine mechanical cylinder differences.

EDU internal circuit:

T3

T1
DC/DC
convertor T2

Control
circuit

Rcom

DC/DC converter: A high DC voltage is generated to charge internal

capacitors. To give the capacitors the time to
charge, two of these converters are integrated and
will be used alternatively.
Control circuit: The control circuit receives control signals from the
ECU over Ijt# lines. On the positive slope of these
signals, the control circuit activates T1 or T2( FET’s
(field effect transistors), depending on the last
activated transistor. The high voltage from the
capacitors is send to the injector while the control

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 circuit controls one of the 4 for the respective injector
grounds over Rcom resistor.
During this period, a voltage drop over Rcom is
created, in direct relation with the current drawn by
the injector. Based on the level of voltage drop, the
control circuit creates a confirmation signal to the
engine ECU over IjF terminal.
After discharging of the capacitors, T3 is activated
with a duty ratio signal to lower the heat production
in the injector coils.
At this time the capacitors can start charging again
and be ready for the second next injector activation.
If the voltage drop over the Rcom would become
higher than threshold, no IjF signal will be send to
the engine ECU resulting in a DTC P0200

Relationship MAF and Pim at WOT:

Ne(rpm) x Pim (kPa-a) x displacement (L) x air density*

MAF(gr/sec)=
60 x 100 x 2

 air density= kg/m3 at the current THA ( for rough estimation, 1 can be
used if taken into account a certain deviation)

Intake air temp at air filter(deg C) Density kg/m3

20 1,15
40 1,08
60 1,01
80 0,96

 Ne=engine speed
 Pim= Intake manifold pressure in absolute pressure ( 200kPa-a means
that the full engine displacement can be filled with air under 200kPa
pressure, or twice the engine displacement.
 Displacement of the engine in Litre. Every 2 revolutions the engine has
the same number of intake strokes as the engine has cylinders.
 60= convert the engine speed from rpm to rev/sec
 100=convert the boost pressure to “times the engine displacement

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  2=convert the displacement of the engine to “displacement /revolution”
 WOT= wide open throttle; no EGR should be present

Example:
1KD-FTV engine
Ne: 3000rpm
Pim: 175 kPa-a
3000 x 3 x 175 x 1
Expected MAF= = 131 gr/sec
60 x 100 x 2

If a vehicle has a lower intake air mass then calculated, based on

the measured boost pressure, unmeasured air has to enter the
intake system before the turbo. This could indicate that:
 EGR valve stays open
 Air flow meter outputs a lower value than actual
 Pim sensor outputs a higher value than actual

Target pump current:

HP2 HP3

Average current
Average current

Target pump current is a value in relation to the signal the ECU sends to the
Suction Control Valve(s). Comparing the measured value against reference
values gives an indication how much “effort” the suction control valves have to
do to reach the target pressure under the given circumstances.

The value reflects indirectly internal leakage of the supply pump, pressure
discharge valve. The leakage of the discharge valve is low pressure and can
be checked by removing the tube and starting the engine.

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Active test

 EGR test: monitoring the MAF signal gives a clear indication if EGR is
physically operating.

 Power balance test: Exclude engine mechanical problems by monitoring

the engine speed drop if an injector is cut off.

 Fuel leak test can be performed under engine load conditions. Confirm
that the supply pump can deliver the max. common rail pressure even
when the fuel consumption is relative high.

78 (1)/1225: Fuel leakage Detected based on the fuel pressure changes before
and after injector operation.

78(2) &(8)//1228:SCV SCV open or shorted detected

78(7)/1229: Abnorm. Of SCV Detected from PRV and SCV valve control,
no target PCR reached in relation to the activation of
PRV and SCV.

78/1237: abnormal SCV Too high rail pressure

78/1271: PRV(EDU drive) PRV being activated and INJF counter is “0”

78(5)/1272: PRV IG off and PRV activated, PCR not in line with target

89/1601: Injector corr. Malf. Injector QR code not or wrongly registered.

89/1633: CPU abnormal detected by using “RUN”pulse

97/1215: EDU abnormal When injectors are activated and INJF couter
remains “0”

A5/1100: Atmosph. Press Sensor signal lower than mi. or higher than max.

49/0088: PCR sensor output stays fixed

49/0190: PCR sensor output 0,5 or 4,9V

49/0192: PCR sensor output 0,5V or less

49/0193: PCR sensor output 4,9V or more

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DPNR

P1386: In-exhaust injector malfunction detection conditions:

 When the measured A/F ratio deviates from the estimated value
when activating the in-exhaust fuel injector.
 When within a given time of injector activation, the bed
temperature did not reach the target level
 When A/F becomes richer than standard or bed temp. becomes
higher within a given time.

Trouble areas:
 Exhaust temp. sensor: check DTC and data on scan tool/open
and short should give 1000 and 0 degrees
 A/F sensor: check for DTC and read data
 MAF sensor: check data and calculate under WOT conditions
 EGR system: active test on EGR and monitor MAF
 Exhaust system blocked: differential press. Sensor data
 In-exhaust injector clogged or open: test using SST

P2002: Particulate trap below threshold detection conditions:

 Differential pressure exceeds MAF value x 0.4

 Exhaust gas temp. does not increase during DPNR regeneration.

Trouble area:
 Differential pressure sensor: check DTC and data
 Diff. Press. Sensor tubes : check for soot clogging

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  MAF sensor: check data and calculate under WOT conditions
 Exhaust temp. sensor: check DTC and data on scan tool/open
and short should give 1000 and 0 degrees
 DPNR converter clogged

Diesel Particulate Filters: Diesel particulate filters applicable to the equipment

used in your Market are designed to filter diesel soot from the hot exhaust. The
filter media used in the majority of the commercially available DPFs is made
from a porous ceramic material made from either Cordierite or Silicon Carbide.
The Silicon Carbide material is more robust, filters slightly more efficiently, but is
more expensive.

Soot
The black carbon portion of diesel exhaust particulate matter ( DPM ). It
is very similar to “lampblack,” the black soot from a smoking candle or
kerosene lantern. Soot particles are extremely fine and carry organic
material on its surface that is harmful to humans. The fine particles are
retained by the lung and cause an irritation, which itself causes some
health effects, but also which increases the potential harm caused by the
organic material on the particle.