Sơ đồ mạch điện sữa chữa ISUZU DMAX 2003

Radial Plunger High Pressure Pump The VP44 fuel injection pump has a pump control unit PSG: Pumpen Steuer Great fitted on top of it,that exchanges information with the engine control mod

4JH1-TC ENGINE

Engine Management System Operation & Diagnosis

ISUZU MOTORS LIMITED

Applicable Model Model Year Vehicle Model Emission Regulation

INTRODUCTION & OUTLINE Page

GENERAL INFORMATION - - - - - - - - - - - - - - - - 1

CHARACTERISTIC OF VP44 INJECTION PUMP - - - - - - - - - - - 1

ENGINE CONTROL MODULE - - - - - - - - - - - - - - - 2

BREAKER BOX - - - - - - - - - - - - - - - - - 3

SPS (SERVICE PROGRAMMING SYSTEM) - - - - - - - - - - - - 4

DATA EXCHANGE BETWEEN CONTROL MODULE - - - - - - - - - - 5

PRINCIPLE OF FUEL QUANTITY METERING & INJECTION TIMING - - - - - - 10

ECM WIRING SCHEME - 15

ECM CONNECTOR PIN ASSIGNMENT - - - - - - - - - - - - - 16

PSG CONNECTOR PIN ASSIGNMENT - - - - - - - - - - - - - 19

ELECTRICAL COMPONENTS MASS AIR FLOW (MAF) SENSOR & INTAKE AIR TEMPERATURE (IAT) SENSOR - 20

ENGINE COOLANT TEMPERATURE (ECT) SENSOR - 24

CRANKSHAFT POSITION (CKP) SENSOR - 26

PEDAL/THROTTLE POSITION SENSOR (TPS) - 29

VEHICLE SPEED SENSOR (VSS) - 31

EGR (EXHAUST GAS RE-CIRCULATION) - 33

QUICK ON SYSTEM 2 (QOS 2) - 36

STRATEGY BASED DIAGNOSTIC STRATEGY BASED DIAGNOSTIC CHART - 38

OVERVIEW - 38

DIAGNOSTIC THOUGHT PROCESS - 39

DIAGNOSIS WITH TECH 2 IF NO CODES ARE SET - 47

IF CODES ARE SET - 47

TECH 2 CONNECTION - 47

TECH 2 OPERATING FLOW CHART (START UP) - 48

TYPICAL SCAN DATA & DEFINITIONS - 50

SNAPSHOT ANALYSIS SNAPSHOT DISPLAY WITH TIS2000 - 53

DIAGNOSTIC TROUBLE CODE - 56

PRELIMINARY CHECKS - 63

VISUAL/PHYSICAL CHECK - 63

INTERMITTENT - 63

FAULTY SYMPTOM & DEFINITION - 65

ECM CIRCUIT DIAGRAM WITH ABS (1/2) - 67

WITH ABS (2/2) - 68

WITHOUT ABS (1/2) - 69

WITHOUT ABS (2/2) - 70

PARTS LOCATION (LHD) - 71

PARTS LOCATION (RHD) - 72

GROUND LOCATION - 73

RELAY & FUSIBLE LINK LOCATION - 73

RELAY & FUSE LOCATION - 74

SPECIAL TOOLS - 75

This pump control unit then actuates the internal actuators accordingly.

10 Timer

11 Radial Plunger High Pressure Pump

The VP44 fuel injection pump has a pump control unit (PSG: Pumpen Steuer Great) fitted on top of it,that exchanges information with the engine control module (ECM) via CAN-bus

The engine control module (ECM) calculates the desired fuel quantity and fuel injection timing andsends this information to the pump control unit (PSG)

6 Constant Pressure Valve (CPV) Holder

7 High Pressure Solenoid Valve

8 Constant Pressure Valve (CPV)

9 Timing Control Valve

INTRODUCTION & OUTLINE

This engine management system in combination with EGR cooler and catalytic converter has enabled

to meet Euro 3 emission regulation

CHARACTERISTIC OF VP44 INJECTION SYSTEM

1 Driveshaft

2 Feed Pump

3 Pump Camshaft Speed Sensor

4 Pump Control Unit (PSG)

DTC Information

Code Symptom

Code

P0602 ECU Programming Error Engine control disabled.

P0606 A ECU Malfunction 1 MAB (fuel cutoff solenoid valve) is

"Active" when the key switch is turned on and while engine is running The barometric pressure is measured by ECM from the sensor in the ECM This data is changing by altitude.

Barometric pressure sensor output voltage is more than 4.4V.

Barometric pressure sensor output voltage is below 1.5V.

-Control of the quick warm-up system (QWS)

-Control of the exhaust brake

ECM memory area error.

Gate Array communication error.

1 Throttle position is below 1%.

2 Desired injection quantity is more than 0mg/strk.

DTC Setting Condition

Write and read from the EEPROM are failed during initialization of the ECM.

EEPROM checksum does not match with the read check sum during initialization of the ECM.

The engine control module (ECM) performs the following functions

-Control of the exhaust gas re-circulation (EGR)

-Control of the quick on start (QOS) glow control system

-Control of the A/C compressor

2 Defroster Nozzle

3 Heater, Ventilator & A/C Control Panel

The engine control module (ECM) is located inside of instrument panel just at the back of the radiocompartment

The fuel quantity and injection timing related functions are controlled by the pump control unit (PSG)

ENGINE CONTROL MODULE (ECM)

1 Engine Control Module (ECM)

1 Breaker Box

2 Harness Adapter

3 Engine Control Module (ECM)

The engine control module (ECM) and other connectors have water proof connector and specialterminal Water proof terminal does not allow to use back prove In addition, the engine control module(ECM) special terminal can not let regular digital voltage meter prove to access, because terminalshape is very fin pin type

In order to prevent damage of female terminal and connector itself, the breaker box and adapter is themost suitable special tool

Breaker Box Connection Type "A" for Open Circuit Check, Short to Ground Check and Short to Battery Check.

Breaker Box Connection Type "B" for Power, Signal Voltage Check Between the Engine Control Module (ECM) and Electrical Components.

BREAKER BOX

1 2

3

-Not necessary to purchase a new control module.

-Save a lot of time to repair The repair time depends highly on the availability of parts

-The customer satisfaction can be improved because of much shorter repair time

-Parts on stock maintain useable because SPS can change the control module on the shelf to newcontrol module with new software

The application to perform this action is called SPS (service programming system)

SPS is the software re-calibration system for engine control module (ECM)

This system can update the current module by downloading a new calibration from TIS2000 into theTech2, which then can be uploaded into a control unit of the vehicle

This SPS provides the following benefits

This feature enables the service personnel to program new calibration software into an existing enginecontrol module (ECM) and programs a new engine control module (ECM) by using the followinghardware

-Tech2

-Hardware Key

-PC with TIS2000 installed

SPS (SERVICE PROGRAMMING SYSTEM)

TIS200 Screen

The engine control module (ECM) of the 4JH1-TC engine is equipped with a flash EEPROM

This memory has the capacity to be erased and programmed with a relative low voltage (batteryvoltage)

The pump control unit (PSG) receives signals from the sensors inside the pump to determine the camring rotation angle, the pump speed and the fuel temperature

These values are then compared to the desired values sent by the engine control module (ECM) such

as the desired injection timing and the desired fuel injection quantity

-Fuel Cutoff solenoid valve signal (MAB signal) (ECM terminal 105)

The information exchange between the two control modules takes place via two means

-Via analogue signal leads

-Via the CAN-bus

The analogue signal leads are used to exchange the following information

-Pump Control Unit (PSG) = Pumpen Steuer Great (German)

-Engine speed signal (ECM terminal 91)

-Pump Speed (ECM terminal 105)

A Microprocessor then determines the operating conditions and calculates set values for optimumrunning

The interchange of data between the engine control module (ECM) and the pump control unit (PSG) isperformed via a CAN-bus system The abbreviation CAN stands for Controller Area Network Byhaving two separate control modules, the high pressure solenoid valve This prevents the discharge ofany disturbing signals

The engine control module (ECM) processes all engine data and data regarding the surroundingenvironment received from external sensors to perform any engine side adjustments

Maps for both are encoded in both control units The control units input circuit process sensor data

DATA EXCHANGE BETWEEN CONTROL MODULE

The radial plunger distributor type injection pump uses two control modules to execute full control ofthe engine management system

-Engine Control Module (ECM)

Self Diagnosis / Interface / Signal

To High Pressure Solenoid

Cam Ring Rotational Angle Fuel Temperature

High Pressure Solenoid Valve Pump

Control Fuel Injection Unit (Mechanical) (PSG)

Timing Device

The MAB signal wire is used for two purposes.

-As a reference for the engine control module (ECM) for the pump speed (back up for the CKP

sensor)

-To turn Off the engine

MAB in this case, refers to the German abbreviation Magnet ventil ABschaltung that stands for highpressure solenoid valve cut off

The analogue CKP sensor signal is converted by the ECM into a square wave signal

When the key switch is turned On, the engine control module (ECM) supplies a pulse on the MABsignal wire

The pulse is used by the pump control unit (PSG) to perform a self-test and determine whether:-the end-stage to control the high pressure solenoid valve works properly

-the fuel cutoff solenoid valve itself works properly

When the key switch is turned Off, the engine control module (ECM) supplies a 12 V pluses to theMAB signal wire This pulse is the command for the pump control unit (PSG) to turn Off the engine

The fuel cutoff solenoid valve signal is also referred to as MAB signal

The engine speed signal is sent from the ECM to PSG based on the input from the crank shaft

position (CKP) sensor

CKP Sensor Signal (Sensor to ECM)

CH1 0V

TDC Signal (ECM to PSG)

CH2 0V

Measurement Terminal: CH1: 90(+) / CH2: 91(+) 2(-) Measurement Scale: CH1: 20V/div / CH2: 20V/div 500 micro s/div Measurement Condition: Approximately 2000rpm

0V

On Off Measurement Terminal: CH1: 105(+) 2(-)

Measurement Scale: CH1: 10V/div / CH2: 20V/div 500 ms/div

Once the engine is running, the MAB signal wire supplies above signal.

High Pressure Solenoid Operating Signal (PSG to Solenoid)

CH1 0V

MAB Signal (PSG to ECM)

CH2 0V

TDC Signal (ECM to PSG) CH3 0V

Measurement Terminal: CH1: Solenoid (+) / CH2: 105 (+) / CH3: 91(-) 2 (-) Measurement Scale: CH1: 20V/div / CH2: 200mV/div / CH3: 5V 5ms/div Measurement Condition: Approximately 2000rpm

DTC Information

Code Symptom

Code

P0215 A Fuel Cutoff Solenoid Valve

Engine does not start.

C Fuel Cutoff Solenoid Valve Always

1 Ignition key switch off.

2 Engine speed is below 1500rpm.

3 Vehicle speed is below 1.5km/h.

4 PSG (pump control unit) recognizes MAB (fuel cutoff solenoid valve) signal from the ECM, but the MAB could not operate.

ECM does not command MAB (fuel cutoff solenoid valve) signal to the PSG (pump control unit), but PSG detected MAB signal line circuit is high level.

-Fuel temperature

-Pump camshaft speed

-Cylinder identifier

-Control pulse (actual injection quantity + actual injection timing)

-Desired injection quantity

-Crankshaft position set point at beginning of fuel delivery

-Engine speed

From PSG to ECM

-Pump camshaft position set point at beginning of fuel delivery

1 Ignition key switch off.

2 Engine speed is below 1500rpm.

3 Vehicle speed is below 1.5km/h.

4 PSG (pump control unit) does not recognize MAB (fuel cutoff solenoid valve) signal from the ECM.

1 Ignition key switch off.

2 CAN controller does not operate Bus-off.

P1173 7 Fuel Reduction Caused By High

Fuel Temperature

PSG (pump control unit) controls fuel injection quantity based on engine speed and fuel temperature.

A Fuel Reduction Caused By Low

Fuel Temperature

No fail-safe function.

P1345 A Camshaft Speed Malfunction No fail-safe function.

P1650 A CAN Device Offline MAB (fuel cutoff solenoid valve) is

operated.

B CAN Device Hang-up

P1651 A CAN Malfunction (PSG) 1 MAB (fuel cutoff solenoid valve) is

The FT is measured by PSG from FT sensor This data is changing by fuel temperature.

The PSG (pump control unit) is recognized incorrect camshaft speed signal.

CAN controller detects Bus-off or canceling.

Fuel temperature is more than 100 deg C.

Excessive low fuel temperature is detected.

CAN controller does not react under engine running.

The PSG (pump control unit) does not recognize CAN signal from the CAN controller.

The ECM does not read CAN signal from the PSG (pump control unit).

DTC Setting Condition

Pump Camshaft Speed Sensor

1 Pump Camshaft Speed Sensor

2 Sensor Wheel

3 Pump Camshaft Speed Sensor Retaining Ring

4 Flexible Connector Harness

5 Drive Shaft

When the drive shaft rotates, the pump camshaft speed sensor receives signal form the sensor wheel,and an electric pulse is sent through the flexible connecting harness to the pump control unit (PSG).From these signals the pump control unit (PSG) can determine the average pump speed and themomentary pump speed

The pump camshaft speed sensor is mounted to the cam ring Thus, the relationship between the camring and the pump camshaft speed sensor signal is constant

The pump camshaft speed sensor signal is utilized for the following purposes

To calculate the actual speed of the fuel injection pump

To determine the actual timing plunger position

The fuel injection quantity metering is performed by high pressure solenoid valve in the injectionpump And it is determined depends on control duration of the high pressure solenoid valve and pumpcamshaft angular position

11 Pressure Delivery Angle

PRINCIPLE OF FUEL QUANTITY METERING & INJECTION TIMING

1 Pump Camshaft Sensor Signal

3 High Pressure Solenoid Control Pulse

4 High Pressure Solenoid Needle Valve Lift

To determine the momentary angular position of the cam ring

2 Crankshaft Position Sensor Signal

11 Effective Stroke

8 High Pressure Solenoid Valve Open

9 Start of Pressure Delivery

10 End of Pressure Delivery

5 Cam Lift (Cam Profile)

2

4 3 1

5

High Pressure Solenoid Valve

1 Valve Needle

2 Magnet Anchor

3 Coil

4 High Pressure Passage

When current from the pump control unit (PSG) flows to the high pressure solenoid valve coil, themagnet anchor (a movable iron core) pushes the valve needle, toward the valve seat

Fuel injection quantity control is performed from the beginning of pressure delivery at the beginning ofcam lift until the high pressure solenoid valve opens at the end of pressure delivery

The pump camshaft sensor signal has a tooth gap, and the crankshaft position (CKP) sensor on theflywheel housing is used as a reference signal of engine top dead center (TDC) for the start timing offuel delivery or injection which is to be set

This interval is called the pressure delivery interval Accordingly, the interval that the high pressuresolenoid valve is closed determines the fuel injection quantity (high pressure fuel supply ends whenthe high pressure solenoid valve opens)

The pressure of the fuel in the high pressure passage is rapidly increased by radial plunger lift, andthe high pressure fuel is delivered through the constant pressure valve (CPV) to the nozzle holderassembly and is injected into the engine cylinder

When the valve seat is completely closed by the valve needle, the way, of the fuel in the high pressurepassage to the low pressure circuit is closed

-Cam Ring Angle Sensor -Pump Speed Wheel -Timer Position

Pump Control Unit (PSG)

Pump Camshaft Speed Sensor

1 Valve Needle

2 Coil

Timing Control Valve (TCV)

12 Timing Control Valve (TCV)

The timing plunger is connected to the cam ring by a ball pin Axial movement of the timing plunger istransferred to the cam ring in the form of rotational movement Movement to the right of the timingplunger (to the spring side) advances injection timing

8 Ball Pin

The pressure of the fuel fed from the feed pump is adjusted in accordance with speed by the

regulating valve This delivery pressure acts on the hydraulic stopper's annular chamber as controlpressure

The chamber pressure of the annular chamber is controlled by the timing control valve (TCV)

Order Units Tech 2 Parameter

7/37 mg/stk Desired Injection Quantity

8/37 mg/stk Injection Quantity

9/37 °CA Desired Fuel Injection Start

10/37 °CA Actual Injection Start

Consequently, the pressure of the annular chamber decreases and the hydraulic stopper is moved tothe retard side

When control current flows to the timing control valve (TCV) coil, the valve needle opens and the fuelannular chamber flows through the orifice to the feed pump inlet

Explanation This displays desired value from the ECM The ECM compensates for fuel rate to basic rate.

This displays actual fuel quantity The PSG controls high pressure solenoid valve to meet commanded value from the ECM.

This displays desired injection timing from the ECM The ECM compensates for fuel injection timing by throttle position and various sensor signal.

This displays calculated actual injection timing based on CKP signal and pump cam signal The PSG controls TCV duty ratio to meet desired injection timing from the ECM.

The engine control module (ECM) contains characteristic maps of the start of injection, corresponding

to engine operating conditions (engine load, engine speed and engine coolant temperature)

The pump control unit (PSG) is constantly comparing the set start of injection timing and the actualstart of injection timing If there is a difference, the timing control valve (TCV) is controlled by the dutyratio (The actual start of injection timing is determined from the pump camshaft speed sensor.)

Pump Control Unit (PSG)

Pump Camshaft Speed Sensor

Timing Control Valve (TCV)

DTC Information

Code Symptom

Code

P0216 A Injection Timing Control Circuit

Malfunction (Timer Deviation)

Fuel injection quantity is reduced.

B Injection Timing Control Circuit

Malfunction (Timer Fluctuation)

P0251 6 Injection Pump Malfunction 1 MAB (fuel cutoff solenoid valve) is

operated.

2 Desired injection quantity becomes 0mg/strk.

7 Injection Pump Malfunction

9 Injection Pump Malfunction

A Injection Pump Malfunction Fuel injection quantity is reduced.

B Injection Pump Malfunction No fail-safe function.

D Injection Pump Malfunction

E Injection Pump Malfunction 1 MAB (fuel cutoff solenoid valve) is

Fuel injection quantity is reduced.

B Fuel Injection Quantity Circuit

ECM could not accept PSG (pump control unit) message.

The PSG (pump control unit) detects high pressure solenoid valve control circuit malfunction due to high current.

The PSG (pump control unit) detects high pressure solenoid valve control circuit malfunction due to continuous current.

1 No pump camshaft speed sensor error.

2 No CKP sensor error.

3 Difference of engine speed and doubled pump camshaft speed is more than 800rpm.

No pump map programmed in the PSG (pump control unit) or PSG malfunction.

EEPROM or A/D converter malfunction in the PSG (pump control unit).

PSG (pump control unit) recognized high pressure solenoid valve drive circuit error.

1 Engine speed is more than 700rpm.

2 Fuel injection quantity is more than 4mg/stk.

3 Deviation of actual injection timing and desired injection timing is more than +3 deg CA or -6 deg.

DTC Setting Condition

ECM WIRING SCHEME

View Looking Into ECM Case

Engine 2000rpm

ECM Connection Range (+) (-)

32 32 Exhaust Brake Cut Signal

(ABS C/U No.8 to ECM)

39 39 Key Switch Input Signal Via

Battery voltage

Pedal is not stepped on: Less than 1V Pedal is stepped on: 10-14V Pedal is not stepped on: 10-14V Pedal is stepped on: Less than 1V

A/C request switch is turned on: 14V A/C request switch is turned off: Less than 1V

10-Less than 1V

10-14V

A/C comp is operated: Less than 1V A/C comp is not operated: 10 - 14V

ECM CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL

Magnetic Valve is turned on: Less than 1V Magnetic Valve is turned off: 10-14V

Lamp is turned on: Less than 1V Lamp is turned off: 10-14V Less than 1V

No.

B/Box

Wire Color Key SW Off Key SW On Engine Idle

Engine 2000rpm

ECM Connection Range (+) (-)

44 44 No Connection - - -

-45 45 To Data Link Connector No 6 BLU Less than 1V Connect DC V 45 GND 46 46 QWS Switch BRN/ RED Less than 1V Connect DC V 46 GND 47 47 No Connection - - -

-48 48 No Connection - - -

-49 49 Throttle Position Sensor (TPS) Ground BLK/ GRN Idle: Approx 0.6K ohm / WOT: Approx 3.5K ohm - - - Disconnect Ohm 38 49 50 50 No Connection - - -

-51 51 No Connection - - -

-52 52 No Connection - - -

-53 53 No Connection - - -

-54 54 No Connection - - -

-55 55 No Connection - - -

-56 56 No Connection - - -

-57 57 Throttle Position Sensor (TPS) Power Supply RED/ GRN Less than 1V Connect DC V 57 49 58 58 ECM Relay BLU/ BLK 10-14V Connect DC V 58 GND 59 59 QWS Indicator Lamp BRN Less than 1V Connect DC V 59 GND 60 60 Exhaust Brake Lamp GRN/ RED Less than 1V Connect DC V 60 GND 61 61 No Connection - - -

-62 62 Exhaust Brake Cut Signal (ECM to ABS C/U No.7) LGN/ BLK - - - - - - -

-63 63 No Connection - - -

-64 64 Exhaust Brake Switch LGN/ BLU Less than 1V Connect DC V 64 GND 65 65 Brake Switch 2 Signal WHT/ BLK Less than 1V Connect DC V 65 GND 66 66 No Connection - - -

-67 67 No Connection - - -

Pedal is not stepped on: 10-14V Pedal is stepped on: Less than 1V Less than 1V

Lamp is turned on: Less than 1V Lamp is turned off: 10-14V

Less than 1V

Less than 1V 10-14V

Approx 14.5Hz by wave form or approx.

6.0V at vehicle speed 20km/h Approx 5V Less than 1V

SW is turned on: 10-14V

SW is turned off: Less than 1V

No.

B/Box

Wire Color Key SW Off Key SW On Engine Idle

Engine 2000rpm

ECM Connection Range (+) (-)

70 70 No Connection - - -

-71 71 No Connection - - -

-72 72 No Connection - - -

-73 73 No Connection - - -

-74 74 No Connection - - -

-75 75 No Connection - - -

-76 76 No Connection - - -

-77 77 No Connection - - -

-78 78 No Connection - - -

-79 79 No Connection - - -

-80 80 No Connection - - -

-81 81 No Connection - - -

-82 82 No Connection - - -

-83 83 Mass Air Flow (MAF) Sensor Power Supply WHT/ RED Less than 1V Connect DC V 83 92 84 84 Intake Air Temperature (IAT) Sensor Signal BLK/ BLU Less than 1V Connect DC V 84 92 85 85 No Connection - - -

-86 86 No Connection - - -

-87 87 Neutral Switch BLK/ WHT Less than 1V Connect DC V 87 GND 88 88 Mass Air Flow (MAF) Sensor Signal GRN/ RED Less than 1V Approx 1V 1.8-2.3V 2.5-3.0V Connect DC V 88 92 89 89 Engine Coolant Temperature (ECT) Sensor Signal GRY Less than 1V Connect DC V 89 93 90 90 CKP Sensor Signal RED - - Approx 47Hz by wave form Approx 134Hz by wave form or approx 1.0V Connect AC V 90 98 91 91 CKP Sensor Output To Pump Control Unit (PSG) No.8 PNK - -Approx 47Hz by wave form Approx 134Hz by wave form or approx 0.6V - - -

-92 92 Mass Air Flow (MAF) Sensor

Ground

BLK/

RED Continuity

93 93 Engine Coolant Temperature

(ECT) Sensor Ground

BLK/

PNK Continuity

Approx 8-10V when pedal is stepped on

Approx 5V

In neutral: Less than 1V Other than neutral: 10-14V

0 deg C: Approx 3.6V / 20 deg C: Approx 2.6V / 40 deg C: Approx 1.7V / 60 deg C: 1.1V / 80 deg C: 0.7V

0 deg C: Approx 4.4V / 20 deg C: Approx 3.8V / 40 deg C: Approx 2.9V / 60 deg C: 2.1V / 80 deg C: 1.4V

Glow system is operated: Less than 1V Glow system is not operated: 10 - 14V

Engine 2000rpm

ECM Connection Range (+) (-)

99 99 CAN (Controller Area Network)

-100 100 CAN (Controller Area Network)

-101 101 CKP Sensor Shield Line BLK Continuity

-105 105 Solenoid Valve Shut Off (MAB)

-View Looking Into PSG Case

Engine 2000rpm

ECM & PSG Connection Range (+) (-)

1 99 CAN (Controller Area Network)

Continuity between ECM &

PSG

99 (ECM )

2 100 CAN (Controller Area Network)

Continuity between ECM &

PSG

100 (ECM )

-5 105 Solenoid Valve Shut Off (MAB)

Output Signal to ECM No.105 ORG

Continuity between ECM &

PSG

105 (ECM )

CKP Sensor Output ECM

No.91 to Pump Control Unit

(PSG)

PNK

Continuity between ECM &

PSG

91 (ECM ) 10-14V

Tester Position Signal or Continuity

Approx 140Hz by wave form when EVRV is operated

PSG CONNECTOR PIN ASSIGNMENT & OUTPUT SIGNAL

VSV is operated: Less than 1V VSV is not operated: 10 - 14V

MASS AIR FLOW (MAF) SENSOR & INTAKE AIR TEMPERATURE (IAT) SENSOR

1 Mass Air Flow (MAF) Sensor

2 O-ring

3 To Turbocharger

1 Steel Carrier

2 Air Mass Sensor Element

3 Cover Measurement Duct

4 Cover Hybrid Element

The sensor element is only supplied as an assembly with the housing.

The measuring element is fitted to the housing with two screws but is not separately replaceable

The mass air flow (MAF) sensor uses a hot film element to determine the amount of air flowing intothe engine

The mass air flow (MAF) sensor assembly consist of a mass air flow (MAF) sensor element and anintake air temperature sensor that are both exposed to the air flow to be measured

The mass air flow (MAF) sensor element measures the partial air mass through a measurement duct

on the sensor housing

The mass air flow (MAF) sensor is part of the intake air system

It is fitted between the air cleaner and turbocharger and measure the mass air flowing into the

engine

Using calibration, there is an extrapolation to the entire mass air flow to the engine

The characteristic of the mass air flow (MAF) sensor are displayed in the graph These voltage can

be measured on terminal 88 of the engine control module (ECM)

Characteristic of MAF Sensor Output (Reference)

Engine Speed (rpm) (Tech2 reading)

Output Voltage (V) (DVM reading) (Dotted line)

0 100 200 300 400 500 600 700 800 900 1000 (Condition: No engine load, ECT reading approx 80 deg C)

Calculated Air Flow (mg/strk) (Tech2 reading) (Solid line)

Characteristic of IAT Sensor

Intake Air Temp (deg C) (Tech2 Reading)

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Intake Air Temp.

(deg C) (Tech2 Reading)

Output Voltage (V) (Approx.)

Resistance (ohm) (Approx.)

The values for the intake air temperature (IAT) sensor can be measured on terminal 84.

20 deg C: Approximately 2.6V

30 deg C: Approximately 2.1V

40 deg C: Approximately 1.7V

1 IAT Sensor Output to ECM Terminal 84

2 Voltage Supply from ECM Fuse via ECM Relay

3 IAT Sensor & MAF Sensor Ground to ECM Terminal 92

4 MAF Sensor +5V Supply from ECM Terminal 83

5 MAF Sensor Signal to ECM Terminal 88

The IAT sensor is a thermistor A temperature changes the resistance value And it changes voltage

In other words it measures a temperature value Low air temperature produces a high resistance

The ECM supplies 5 volts signal to the IAT sensor through resisters in the ECM and measures thevoltage The signal voltage will be high when the air temperature is cold, and it will be low when theair temperature is hot

MAF & IAT Sensor Pin Assignment (View Looking Sensor Side Connector)

1 2 3 4 5

Tech 2 Information

Order Units Tech 2 Parameter

5/37 mg/strk Mass Air Flow

13/37 deg C Intake Air Temperature

DTC Information

Code Symptom

Code

P0100 7 Mass Air Flow (MAF) Sensor

Voltage Supply Circuit High Input

9 Mass Air Flow (MAF) Sensor

Voltage Supply Circuit Low Input

B Mass Air Flow (MAF) Sensor

Output Circuit Low Input

C Mass Air Flow (MAF) Sensor

Output Circuit High Input

P0110 1 Intake Air Temperature (IAT)

Sensor Circuit High Input

ECM use 0 deg C conditions as substitute.

2 Intake Air Temperature (IAT)

Sensor Circuit Low Input

This displays intake air amount The mass air flow is measured by ECM from the MAF sensor output voltage.

IAT sensor output voltage is below 0.3V.

1 Engine speed is between 600rpm and 5000rpm.

2 MAF sensor output is more than 1784mg/strk.

IAT sensor output voltage is more than 4.7V.

MAF sensor power supply voltage is more than 5.2V.

MAF sensor power supply voltage is below 4.6V.

1 Engine speed is between 600rpm and 5000rpm.

2 MAF sensor output is below 33.7mg/strk.

-ECM uses mass air flow 1600mg/strk

& EGR 10% conditions as substitute DTC Setting Condition

Explanation

The IAT is measured by ECM from IAT sensor output voltage This data is changing by intake air temperature.

20 deg C: Approximately 3.8V

60 deg C: Approximately 2.1V

80 deg C: Approximately 1.4V

The signal from the engine coolant temperature (ECT) sensor can be measured using a multi meter

by performing a measurement on terminal 89 of the engine control module (ECM)

2 Thermo Unit For Water Temperature Gauge

The ECT sensor is a thermistor A temperature changes the resistance value And it changes

voltage In other words it measures a temperature value It is installed on the coolant stream Lowcoolant temperature produces a high resistance

The ECM supplies 5 volts signal to the ECT sensor through resisters in the ECM and measures thevoltage The signal voltage will be high when the engine temperature is cold, and it will be low whenthe engine temperature is hot The ECM uses to this value, and calculates fuel injection timing,injection volume and an EGR control

1 Engine Coolant Temperature (ECT) Sensor

ENGINE COOLANT TEMPERATURE (ECT) SENSOR

Engine Coolant Temp (deg C) (Tech2 Reading)

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Coolant Temp.

(deg C) (Tech2 Reading)

Output Voltage (V) (Approx.)

Resistance (ohm) (Approx.) -20 4.7 16100

1 ECT Sensor Output to ECM Terminal 89

2 ECT Sensor Ground to ECM Terminal 93

Tech 2 Information

Order Units Tech 2 Parameter

11/37 deg C Coolant Temperature

DTC Information

Code Symptom

Code

P0115 1 Engine Coolant Temperature (ECT)

Sensor Circuit High Input

2 Engine Coolant Temperature (ECT)

Sensor Circuit Low Input

ECT sensor output voltage is more than 4.7V.

ECT sensor output voltage is below 0.3V.

Explanation

ECT Sensor Pin Assignment (View Looking Sensor Side Connector)

1 2

6 Flywheel With Four Gaps

Idel: Approximately 0.7V (AC Range)

2000rpm: Approximately 1.1V (AC Range)

1 Crankshaft Position (CKP) Sensor

2 Flywheel with Sensor Slot

3 Clutch Cover

The crankshaft position sensor (CKP) sensor is located on top of the flywheel housing of the flywheeland fixed with a bolt

CRANKSHAFT POSITION (CKP) SENSOR

The flywheel is added crankshaft position (CKP) sensor pulsar function The sensor reads the fourslots that are incorporated in the flywheel The CKP sensor located at the flywheel housing usesthese slots to generate an inductive signal This signal is required by the ECM to identify the

crankshaft position and the engine speed

The windings of the coil have a resistance value of approximately 0.9 K ohm at a temperature of 20deg C

The conditioned signal is then provided to the pump control unit (PSG) via engine control module(ECM) terminal 91

The AC voltage generated by the CKP sensor can be measured using a multi meter on terminal 90and 98 of the ECM With the engine at idle, the AC voltage indicated on the multi meter is as follows

The analogue CKP sensor signal is converted by the engine control module (ECM) into a squarewave signal

The CKP sensor is of the magnet coil type and is also called an inductive pickup The CKP sensorconsists of a soft iron core, a permanent magnet and coil The magnetic field responds (collapsesand restores) to the passing gap of the sensor disc by generating an AC voltage

1

2 3

1 CKP Sensor (-) to ECM Terminal 98

2 CKP Sensor (+) to ECM Terminal 90

3 Shield Wire to ECM Terminal 101

CKP Sens or Pin Assignment (View Looking Sensor Side Connector)

1 2 3

CKP Sensor Signal (Sensor to ECM)

CH1 0V

TDC Signal (ECM to PSG)

CH2 0V

Measurement Terminal: CH1: 90(+) / CH2: 91(+) 2(-) Measurement Scale: CH1: 20V/div / CH2: 20V/div 500 micro s/div Measurement Condition: Approximately 2000rpm

P0335 B Crankshaft Position Sensor Circuit

1 MAB (fuel cutoff solenoid valve) is operated.

2 Desired injection quantity becomes 0mg/strk.

D Crankshaft Position Sensor Circuit

Fuel injection quantity is reduced.

E Engine Speed Input Circuit

Range/Performance

When intermittent malfunction:

1 MAB (fuel cutoff solenoid valve) is operated.

2 Desired injection quantity becomes 0mg/strk.

When preliminary malfunction: ECM uses doubled pump camshaft speed as substitute engine speed P1335 A Engine Speed Output Circuit

Malfunction

Fuel injection quantity is reduced.

The engine speed is measured by ECM from the CKP sensor.

1 Engine speed is more than 665rpm.

2 CKP sensor pulse width error.

1 No pump camshaft speed sensor error.

2 "Crankshaft Position Sensor Circuit Malfunction (Symptom Code B)" is not stored.

Explanation

1 Pedal/Throttle Position Sensor (TPS)

2 Idle Switch

1 TPS +5V Supply Voltage from ECM Terminal 49

2 TPS Signal Output to ECM Terminal 38

3 TPS Ground to ECM Terminal 57

PEDAL/THROTTLE POSITION SENSOR (TPS)

The engine control module (ECM) calculates fuel delivery based on throttle valve angle

The TPS is a potentiometer connected to throttle shaft on the throttle body It is installed to the mainTPS and idle switch

The engine control module (ECM) monitors the voltage on the signal line and calculates throttleposition As the throttle valve angle is changed when accelerator pedal moved The TPS signal alsochanged at a moved throttle valve As the throttle valve opens, the output increases so that theoutput voltage should be high

TPS Pin Assignment (View Looking Sensor Side Connector)

1 2 3

1 2

Characteristic of TPS Output Signal (Reference)

Pedal/Throttle Angle (%) (Tech2 reading)

Tech 2 Information

Order Units Tech 2 Parameter

4/37 % Accelerator Position Signal

P1120 1 Pedal/Throttle Position Sensor

Circuit High Input

ECM increases idle speed up to 1400rpm.

2 Pedal/Throttle Position Sensor

Circuit Low Input

7 Pedal/Throttle Position Sensor

Voltage Supply Circuit High Input

9 Pedal/Throttle Position Sensor

Voltage Supply Circuit Low Input

D Pedal/Throttle Position Sensor

Brake Switch Error

E Pedal/Throttle Position Sensor Idle

Position Switch Error

Throttle position sensor output voltage is more than 4.9V.

When idle switch is tuned on, throttle position sensor was more than 18%.

Explanation Throttle position operating angle is measured by the ECM from throttle position output voltage This should display 0% at idle and 99 - 100% at full throttle.

Throttle position sensor output voltage is below 0.3V.

1 Engine speed is more than 1700rpm.

2 Throttle position sensor is more than 18%.

3 When brake pedal is depressed during accelerator pedal is depressing.

Throttle position sensor power supply voltage is below 4.6V.

1 VSS +12V Supply from Vehicle Speed Meter

2 VSS Ground to Vehicle Speed Meter

3 VSS Output Signal to Vehicle Speed Meter & ECM Terminal 68

Vehicle Speed Sensor (VSS)

VEHICLE SPEED SENSOR (VSS)

The VSS is a magnet rotated by the transmission output shaft The VSS uses a hall element Itinteracts with the magnetic field treated by the rotating magnet It outputs pulse signal The 12 voltsoperating supply from the "gauge back" fuse

The engine control module (ECM) calculates the vehicle speed by VSS

VSS Pin Assignment (View Looking Sensor Side Connector)

1 2 3

0V

Measurement Terminal: 68(+) 1(-) Measurement Scale: 5V/div 50ms/div Measurement Condition: Approximately 20km/h

P0500 1 Vehicle Speed Sensor Circuit High

Input

ECM uses vehicle speed 5km/h condition as substitute.

A Vehicle Speed Sensor Input Signal

Frequency Too High

ECM uses vehicle speed 5km/h condition as substitute.

B Vehicle Speed Sensor Incorrect

Signal

Fuel injection quantity is reduced.

Input signal frequency is too high.

1 Engine speed is more than 3600rpm.

2 Fuel injection quantity is more than 41mg/stk.

3 Vehicle speed is below 1.5km/h.

This displays vehicle speed The vehicle speed is measured by ECM from the vehicle speed sensor.

DTC Setting Condition

Explanation

Vehicle speed is more than 190km/h.

1 EGR EVRV

2 EGR Valve

-Engine speed

-Injection quantity

-Mass air flow

-Intake air temperature

nitrogen oxide (Nox) emissions

The amount of EGR is controlled by EVRV (electrical vacuum regulating valve) via the engine controlmodule (ECM) command signal depends on the following inputs

1 EVRV Signal from ECM Terminal 97

2 EVRV +12V Supply from ECM Fuse via ECM Relay

The EVRV is shaped to control vacuum applied to the diaphragm chamber of the EGR valve based

on duty signal sent from the ECM The duty ratio is the time that the EVRV is opened to one

cooperate EVRV operating cycle A duty ratio change of 70% to 10 % is EGR amount control

The EVRV solenoid coil have a resistance value of approximately 14 ohm at a temperature of 20deg C

Off duty 70% =EGR Pulse Ratio 70%

EGR EVRV Pin Assignment (View Looking EVRV Side Connector)

1 2

Tech 2 Information

Order Units Tech 2 Parameter

31/37 % EGR Pulse Ratio

Fuel injection quantity is reduced.

4 Exhaust Gas Recirculation Circuit

Short to Ground or Open Circuit

Fuel injection quantity is reduced and EGR EVRV 10% conditions as substitute.

5 Exhaust Gas Recirculation Flow

Insufficient Detected

Fuel injection quantity is reduced.

8 Exhaust Gas Recirculation Circuit

Short to Battery

Fuel injection quantity is reduced & EGR EVRV 10% conditions as substitute.

This displays the duty signal from the ECM to control the EGR flow amount.

Explanation

DTC Setting Condition

1 Intake air temperature is between

16 deg C and 34 deg C.

2 Engine coolant temperature is between 70 deg C and 100 deg C.

3 Barometric pressure is between 880hpa and 1100hpa.

4 Small amount of mass air flow.

(Desired mass air flow - mass air flow is more than 150mg/strk)

1 Intake air temperature is between

16 deg C and 34 deg C.

2 Engine coolant temperature is between 70 deg C and 100 deg C.

3 Barometric pressure is between 880hpa and 1100hpa.

4 Large mount of mass air flow.

(Desired mass air flow - mass air flow is below 150 mg/strk) EGR EVRV circuit short to voltage circuit.

EGR EVRV circuit open or short to ground circuit.

QUICK ON SYSTEM 2 (QOS 2)

1 ECM Main Relay

2 Battery Voltage

3 Ignition Switch

4 Glow Fuse 50A

9 Engine Control Unit (ECM)

The 4JH1-TC engine is adopted with the quick on system 2 (QOS 2) preheating system which iscontrolled by engine control module (ECM)

The voltage on the coil of the relay glow plug is supplied by the relay engine control module (ECM)main The ECM switches glow relay to operate glow plug depends on the coolant temperature

The function of the glow time indicator lamp is to inform the driver whether the glow system is

activated

When the lamp extinguishes the engine can be started This does not imply that the glow plugs are

no longer activated In the after glow phase the lamp is not illuminated but the glow plugs remainactive for a certain period depending on engine coolant temperature

5 Gauge Back Fuse 10A