Motor 4jj1-Tc Nkr 85

FOR SERVICE TRAINING

4JJ1-TC ENGINE -Engine Mechanical Features-Engine Control System & Diagnosis-

Applicable Model

Model Year 2005 2005

Vehicle Model TFR/TFS UCR/UCS

Main Market Thailand Thailand & Philippine

ISUZU MOTORS LIMITED

TABLE OF CONTENTS Page INTRODUCTION & ENGINE MECHANICAL FEATURES

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1

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2

ENGINE CONTROL MODULE (ECM)

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4

ELECTRICAL COMPONENTS

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13

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

13

ENGINE COOLANT TEMPERATURE (ECT) SENSOR

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16

FUEL TEMPERATURE (FT) SENSOR

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18

CRANKSHAFT POSITION (CKP) SENSOR & CAMSHAFT POSITION (CMP) SENSOR

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20

VEHICLE SPEED (VS) SENSOR

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26

BAROMETRIC PRESSURE (BARO) SENSOR ------------------------------------------------------------------------------

28

ACCELERATOR PEDAL POSITION (APP) SENSOR

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30

SWIRL CONTROL SOLENOID VALVE

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35

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37

FEATURE OF THE COMMON RAIL SYSTEM ------------------------------------------------------------------------------

37

FUEL SUPPLY PUMP

38

FUEL RAIL (COMMON RAIL)

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FUEL RAIL PRESSURE (FRP) SENSOR

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47

FUEL INJECTOR

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49

FEATURE OF THE FUEL LINE

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57

IN-TANK FUEL PUMP & SENDOR UNIT

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58

BYPASS ONE-WAY VALVE

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60

FUEL FILTER & WATER SEPARATOR

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60

FUEL INJECTION QUANTITY CONTROL

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61

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69

EGR VALVE

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70

INTAKE THROTTLE (IT) VALVE

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72

PREHEATING SYSTEM

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77

DIAGNOSTIC

79

MALFUNCTION INDICATOR LAMP (MIL)

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DATA LINK CONNECTOR (DLC)

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80

FLASH DIAGNOSTIC TROUBLE CODE

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81

TECH 2 SCAN TOOL

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81

TECH 2 DATA & DEFINITIONS

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85

BREAKER BOX

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91

DIAGNOSTIC SYSTEM CHECK

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92

ENGINE MAIN DATA & SPECIFICATIONS

FUEL SYSTEM

EGR (EXHUAST GAS RE-CIRCULATION) SYSTEM

45

79

ENGINE CRANKS BUT DOES NOT RUN

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95

ECM DIAGNOSTIC TROUBLE CODE (DTC) LIST

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99

------------------------------------------------------------------------------ 111 ENGINE CONTROL SYSTEM CHECK SHEET ------------------------------------------------------------------------------ 133 SYMPTOM DIAGNOSIS

ELECTRICAL WIRING DIAGRAM POWER DISTRIBUTION (1 of 2) POWER DISTRIBUTION (2 of 2) STARTING & CHARGING SYSTEM ECM POWER ECM GROUND GAUGES & WARNING LAMPS

------------------------------------------------------------------------------ 134 ------------------------------------------------------------------------------ 134 ------------------------------------------------------------------------------ 135 ------------------------------------------------------------------------------ 136 ------------------------------------------------------------------------------ 137 ------------------------------------------------------------------------------ 138 ------------------------------------------------------------------------------ 139

A/C CONTROL, GLOW CONTROL & NEUTRAL SWITCH

------------------------------------------------------------------------------ 140

RELAY, FUSE & SLOW BLOW FUSE LOCATION (ENGINE ROOM)

------------------------------------------------------------------------------ 141

FUSE LOCATION (CABIN)

------------------------------------------------------------------------------ 142 ------------------------------------------------------------------------------ 143

GROUND LOCATION REPAIR INSTRUCTIONS ENGINE CONTROL MODULE (ECM) REPLACEMENT/ FUEL INJECTOR ID CODE & IMMOBILIZER PROGRAMMING

------------------------------------------------------------------------------ 144 ------------------------------------------------------------------------------ 144

FUEL INJECTOR REPLACEMENT/ FUEL INJECTOR ID CODE PROGRAMMING

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FUEL SUPPLY PUMP REPLECEMENT

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SERVICE SPECIAL TOOL (SST)

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4JJ1-TC Engine-1

INTRODUCTION & ENGINE MECHANICAL FEATURES The 2005 model year TFR/TFS pick-up truck and UCR/UCS model, the 4JK1-TC engine replaces the 4JA1-T engine and 4JJ1-TC engine replaces the 4JH1T engine. The both engines has been newly developed with additional features mainly employment of common rail fuel injection system which has resulted in an increase both in maximum output and torque, and met Euro 3 emission regulation standard. Most conspicuous items are listed below.

Multi fuel injection type high-pressure common rail system and is made with Denso. Double overhead camshaft (DOHC) with 4 valves per a cylinder operated by roller rocker arm. Chain driven intake and exhaust camshaft. Electrical control EGR valve, water-cooled EGR cooler. Electrical control intake throttle. Variable swirl control system. Turbocharger with intercooler. Aluminum cylinder head. Induction hardening cylinder liner. Cylinder block built in oil cooler. Gear driven vacuum pump, power steering oil pump and engine oil pump.

Engine Type

Maximum Output

Maximum Toruque

4JK1-TC

85kw/ 3600RPM

280Nm/ 1800 - 2200RPM

4JJ1-TC (A/T)

107kw/ 3600RPM

294Nm/ 1400 - 3400RPM

4JJ1-TC (M/T)

103kw/ 3600RPM

280Nm/ 1200 - 3400RPM

The base transmission is the Isuzu MUA5H manual for 4JK1-TC, MUA5G manual for 4JJ1-TC. JATCO JR405E automatic transmission for 4JJ1-TC as an option.

4JJ1-TC Engine-2

1. Fuel Rail 2. Leak Off Pipe 3. Fuel Injector 4. Return Pipe 5. Fuel Feed Pipe 6. Fuel Tank 7. Fuel Pump & Sender Assembly 8. Fuel Filler Cap 9. Check Valve 10. Fuel Filter with Water Separator 11. Bypass One-way Valve 12. Fuel Supply Pump

ENGINE MAIN DATA & SPECIFICATIONS Engine Model

4JK1-TC

4JJ1-TC

Engine Type

Diesel, Four Cycle

Cylinder Layout - Number of Cylinders

Inline-Four Cylinders

Fuel Injection Order Bore x Stroke (mm)

1-3-4-2 95.4 x 87.4

95.4 x 104.9

Total Displacement (cc)

2499

2999

Compression Ratio

17.5

18.3

Compression Pressure at Cranking

More than 3Mpa

Combustion Camber Type

Direct Injection

Cylinder Liner

Liner Less

Engine Idle Speed (RPM)

700 ±25

Fast Engine Idle Speed (RPM)

750 ±25

No Load Maximum Engine Speed (RPM)

4700 ±50

Fuel System

4400 ±50 Common Rail System

Injection Pump Type

DENSO (HP3) Supply Pump

Injection Nozzle Type

Electrical Controlled Injector

Number of Injection Hole Diameter of Injection Hole (mm) Injection Nozzle Operating Pressure (MPa) Fuel Filter Type

6 0.13

0.14 Electrically Controlled

Cartridge Paper Element & Water Separator

4JJ1-TC Engine-3 Valve System Valve Layout Drive Type

Double Overhead Camshaft Gear & Chain Drive

Intake Valve Open At BTDC (°CA)

13.0

Intake Valve Close At ABDC (°CA)

41.0

Exhaust Valve Open At BBDC (°CA)

52.0

Exhaust Valve Close At ATDC (°CA)

6.0

Intake Valve Clearance At Cold (mm)

0.15 (Between roller and camshaft)

Exhaust Valve Clearance At Cold (mm)

0.15 (Between roller and camshaft)

Cooling System Cooling Method Water Capacity (litter/gal)

Water Cooled 14

Water Pump Type

Centrifugal Impeller Type

Thermostat Type

Wax Pellet

Thermostat Opening Temperature (°C / °F)

85 /185

Lubricating System Lubricating Method Oil Pump Type Oil Capacity (litter) Oil Filter Type Air Cleaner Type

Full Flow Pressure Circulation Gear 8 Cartridge Paper Element Dry Paper Element

EGR System

W/Cooler & Electrical Control EGR Valve

PCV System

Closed Type

Preheating System

Glow Plug

Starting System Starter Motor Output (V-kW)

12 – 2.3

Charge System Alternator Output (V-A) Regulator Type Battery Size

12 – 90 IC 65D31L

4JJ1-TC Engine-4

ENGINE CONTROL MODULE (ECM) The engine control module (ECM) is located inside of engine compartment via mounting bracket and is behind air cleaner case. The ECM has 32 bits performance and is made with Delphi. The ECM mainly controls the following.

Fuel injection control Fuel timing control Exhaust gas recirculation (EGR) system control Preheating system control A/C compressor control Fuel pump control Immobilizer control (If so equipped) On-board diagnostics for engine control

The ECM constantly observes the information from various sensors. The ECM controls the systems that affect vehicle performance. The ECM performs the diagnostic function of the system. The ECM can recognize operational problems, alert the driver through the malfunction indicator lamp (MIL), and store diagnostic trouble code (DTCs). DTC identify the system faults to aid the technician in making repair. 1. 2. 3. 4. 5. 6. 7. 8. 9.

Isuzu Parts Number Delphi Parts Number Transmission Type 1st & last digit of Isuzu Parts Number Broadcast Code Assembled Factory Code Engineering Revision Level Product Date Product Sequential Number

Notice! If the ECM is to be replaced the following programmed contents MUST be programmed into the new ECM. Fuel Injector ID Code Data (24, 0-9 or A-F characters for each fuel injector) Immobilizer (if so equipped)

This diagnostic applies to internal microprocessor integrity conditions within the ECM. The electronically erasable programmable read only memory (EEPROM) memorize learning data, VIN data, immobilizer data and injector ID code data for engine control and communication with other control module.

4JJ1-TC Engine-5

ECM Connector Pin Assignment

Pin No.

Pin Function

Pin No.

Pin Function

Pin No.

Pin Function

J1-1 Blank

J1-26

Engine Coolant Temperature (ECT) Sensor Low Reference

J1-51

No. 3 Cylinder Fuel Injector Power Supply

J1-2 Blank

J1-27

Engine Coolant Temperature (ECT) Sensor Signal

J1-52


J1-3 Blank

J1-28

Fuel Temperature (FT) Sensor Low Reference

J1-53

No. 4 Cylinder Fuel Injector Solenoid Control

J1-4 Blank

J1-29 Fuel Temperature (FT) Sensor Signal

J1-54

Suction Control Valve (SCV) High Control

J1-5 Blank

J1-30

EGR Valve Position Sensor Low Reference

J1-55

Intake Throttle Valve Motor 12 Volts Supply

J1-6 Blank

J1-31

EGR Valve Position Sensor 5 Volts Reference

J1-56

Intake Throttle Valve Motor Duty Signal Control

J1-7 Blank

J1-32 EGR Valve Position Sensor Signal

J1-57

Intake Throttle Valve Position Sensor Signal

J1-8 Blank

J1-33


J1-58

Crankshaft Position (CKP) Sensor Signal

J1-9 Blank

J1-34

Suction Control Valve (SCV) High Control

J1-59 Not Used

J1-10 Blank

J1-35

Intake Throttle Valve Position Sensor Low Reference

J1-60 ECM Ground (Immobilizer Only)

J1-11 Blank

J1-36

Intake Throttle Valve Position Sensor 5 Volts Reference

J1-61

J1-12 Blank

J1-37

Crankshaft Position (CKP) Sensor 5 Volts Reference

J1-62 EGR Valve Motor 12 Volts Supply

J1-13 Blank

J1-38

Crankshaft Position (CKP) Sensor Shield Ground

J1-63 EGR Valve Motor Duty Signal Control

J1-14 Blank

J1-39

Crankshaft Position (CKP) Sensor Low Reference

J1-64

J1-15 Blank

J1-40 Mass Air Flow (MAF) Sensor Signal

J1-16 Blank

J1-41

Intake Air Temperature (IAT) Sensor Signal

J1-66 Fuel Pump Relay Control

Intake Air Temperature (IAT) Sensor Low Reference

Camshaft Position (CMP) Sensor Shield Ground

J1-65 Not Used

J1-17

Barometric Pressure (BARO) Sensor Low Reference

J1-42

Mass Air Flow (MAF) Sensor Shield Ground

J1-67 Swirl Control Solenoid Valve Control

J1-18

Barometric Pressure (BARO) Sensor Signal

J1-43

Mass Air Flow (MAF) Sensor Low Reference

J1-68 Fuel Rail Pressure (FRP) Sensor Signal

J1-19

Barometric Pressure (BARO) Sensor 5 Volts Reference

J1-44

Camshaft Position (CMP) Sensor Low Reference

J1-69

Fuel Rail Pressure (FRP) Sensor Low Reference

J1-20 Not Used

J1-45

Camshaft Position (CMP) Sensor Signal

J1-70

Suction Control Valve (SCV) Low Control

J1-21 Not Used

J1-46

Camshaft Position (CMP) Sensor 5 Volts Reference

J1-71


J1-22 Not Used

J1-47

Fuel Rail Pressure (FRP) Sensor 5 Volts Reference

J1-72


J1-23 Not Used

J1-48

Fuel Rail Pressure (FRP) Sensor Signal

J1-73 ECM Ground

J1-24


J1-49

Fuel Rail Pressure (FRP) Sensor Shield Ground

J1-25


J1-50

Suction Control Valve (SCV) Low Control

4JJ1-TC Engine-6

Pin No.

Pin Function

J2-1 Not Used Diagnostic Request Switch to Data Link Connector (DLC) No. 6

Pin No.

Pin Function

Accelerator Pedal Position (APP) J2-26 Sensor 2 Shield Ground

Pin No.

Pin Function

J2-51 Not Used

J2-27

Accelerator Pedal Position (APP) Sensor 1 Low Reference

J2-52 Battery Voltage Feed (Backup)

J2-3 Neutral Switch Input

J2-28

Accelerator Pedal Position (APP) Sensor 1 Shield Ground

J2-53 Not Used

J2-4 Thermo Replay Signal Input

J2-29 Not Used

J2-54 Not Used

J2-5 Not Used

J2-30 Not Used

J2-55 A/C Compressor Relay Control

J2-6 Not Used

J2-31 Not Used

J2-56 Accelerator Position Output Duty Signal

J2-2

J2-7

Accelerator Pedal Position (APP) Sensor 3 5 Volts Reference

J2-32 Not Used

J2-57

J2-8

Accelerator Pedal Position (APP) Sensor 3 Signal

J2-33 Engine Speed Signal Output

J2-58 Not Used

J2-9


J2-34 Not Used

J2-59 Not Used

J2-10


J2-35 Not Used

J2-60 Not Used

J2-11


J2-36 Not Used

J2-61 Not Used

J2-12


J2-37 Glow Replay Control

J2-62 Vehicle Speed Sensor Signal Input

J2-13 Not Used

J2-38 Not Used

J2-63 ECM Main Relay 12 Volts Supply

J2-14 Not Used

J2-39 Not Used

J2-64 Not Used

J2-15 Not Used

J2-40 Not Used

J2-65 Not Used

J2-16 Not Used

J2-41 Not Used

J2-66 Not Used

J2-17 Not Used

J2-42 Not Used

J2-67 Not Used

J2-18 Not Used

J2-43 ECM Main Relay 12 Volts Supply

J2-68

J2-19 Not Used

J2-44 Starter Signal Input

J2-69 Not Used

J2-20 Not Used

J2-45 Not Used

J2-70 Not Used

J2-21 Not Used

J2-46 Not Used

J2-71 Not Used

J2-22 Not Used

J2-47 Not Used

J2-72 Ignition Switch Voltage Input J2-73 ECM Main Relay Voltage Input

J2-23


J2-48 Not Used

J2-24

Accelerator Pedal Position (APP) Sensor 3 Shield Ground

J2-49 Not Used

J2-25


J2-50 Not Used

Malfunction Indicator Lamp (MIL) Control

Keyword 2000 to Data Link Connector (DLC) No. 7

4JJ1-TC Engine-7

Related DTC Fail-Safe (Back Up) DTC DTC Name On (Symptom Scan Tool Code)

Condition for Running the DTC

P0601 (1)

ECM Program Code Checksum

-

P0601 (2)

ECM Calibration Checksum

-

P0601 (3)

ECM Memory Failure

-

P0601 (4)

ECM Memory Failure

-

P0601 (5)

ECM Memory Failure

-

Condition for Setting the DTC

Fuel Injection Quantity Limitation

Total sum of ROM data is not equal to registered value.

-

Total sum of ROM data is not equal to registered calibration value.

-

Faulty learning data in the EEPROM.

-

Faulty VIN data or faulty immobilizer data in the EEPROM.

-

Faulty injector ID code data in the EEROM.

-

Sub System Status EGR Control

Intake Throttle Control

-

-

Other Control Status -

Suspected Cause

-

-

-

-

-

-

-

-

-

-

-

-

Faulty ECM. ECM ground high resistance or poor tightening. Faulty ECM. ECM ground high resistance or poor tightening.


Faulty ECM. ECM ground high resistance or poor tightening.

4JJ1-TC Engine-8

The ECM monitors the battery voltage on the ECM main relay load supply voltage terminal J2-73 and the ignition voltage on the ignition voltage feed terminal J2-72 to make sure that the voltage stays within the proper range. When the charging system detects a malfunction, the charge indicator will light.

4JJ1-TC Engine-9

Related DTC Fail-Safe (Back Up) DTC DTC Name On Condition for (Symptom Scan Tool Running the DTC Code)


P0562 (1)

Battery Voltage High

Ignition voltage is Battery voltage more than 9V. feed circuit voltage is more than 16V for 5 seconds.

P0562 (2)

Battery Voltage Low

P1562 (1)

Ignition Voltage High

Battery voltage is Ignition voltage more than 9V. feed circuit voltage is more than 16V for 5 seconds.

P1562 (2)

Ignition Voltage Low

Ignition voltage feed circuit voltage is between 1 and 8V for 5 seconds.

-

Fuel Injection Quantity Limitation -



-

-


Suspected Cause

Incorrect “Jump Starting”. Faulty charging system. Faulty ECM.

Battery voltage feed circuit voltage is less than 8V for 20 seconds.

Faulty charging system. Weakened battery. Battery voltage feed circuit is high resistance. Faulty ECM.

-

-

-

-

Incorrect “Jump Starting”. Faulty charging system. Faulty ECM.

Faulty charging system. Weakened battery. Ignition voltage feed circuit is high resistance. Faulty ECM.

The engine control module (ECM) provides 5volts reference voltage through the reference circuit 1, 2 and 3 to the following sensors. 5volts reference circuit 1

Accelerator pedal position (APP) sensor 1

5volts reference circuit 2

APP sensor 2

Fuel rail pressure (FRP) sensor

Barometric pressure (BARO) sensor

Camshaft position (CMP) sensor

EGR valve position sensor

5volts reference circuit 3

APP sensor 3

Intake throttle position (ITP) sensor

Crankshaft position (CKP) sensor

The 5volts reference circuits are independent of each other outside the ECM, but are bussed together inside the ECM.

4JJ1-TC Engine-10




P1620 (1)

5 Volt Reference Circuit 1 High Voltage

Battery voltage 5V reference circuit is more than 6V. 1 voltage is more than 5.3V.

P1620 (2)

5 Volt Reference Circuit 1 Low Voltage

5V reference circuit 1 voltage is less than 4.7V.

Fuel Injection Quantity Limitation Limited



-

-


Suspected Cause

APP sensor 1 +5V reference circuit is short to battery or ignition voltage. Faulty ECM. Notice: APP sensor 1 is internal to APP sensor assembly.

APP sensor 1 +5V reference circuit is short to ground or low reference circuit. Faulty APP sensor 1. Faulty ECM. Notice: APP sensor 1 is internal to APP sensor assembly.

4JJ1-TC Engine-11




P1622 (1)



P1622 (2)






-

-

Other Control Status

Suspected Cause

-

APP sensor 2 +5V reference circuit is short to battery or ignition voltage. FRP sensor +5V reference circuit is short to battery or ignition voltage. BARO sensor +5V reference circuit is short to battery or ignition voltage. CMP sensor +5V reference circuit is short to battery or ignition voltage. EGR valve position sensor +5V reference circuit is short to battery or ignition voltage. Faulty ECM. Notice: APP sensor 2 is internal to APP sensor assembly. Notice: EGR valve position sensor is internal to EGR valve assembly.

APP sensor 2 +5V reference circuit is short to ground or low reference circuit. FRP sensor +5V reference circuit is short to ground or low reference circuit. BARO sensor +5V reference circuit is short to ground or low reference circuit. CMP sensor +5V reference circuit is short to ground or low reference circuit. EGR valve position sensor +5V reference circuit is short to ground or low reference circuit. Faulty APP sensor 2. Faulty FRP sensor. Faulty BARO sensor. Faulty CMP sensor. Faulty EGR valve position sensor. Faulty ECM. Notice: APP sensor 2 is internal to APP sensor assembly. Notice: EGR valve position sensor is internal to EGR valve assembly.

4JJ1-TC Engine-12




P1624 (1)



P1624 (2)






-

-


Suspected Cause

-

APP sensor 3 +5V reference circuit is short to battery or ignition voltage. ITP sensor +5V reference circuit is short to battery or ignition voltage. CKP sensor +5V reference circuit is short to battery or ignition voltage. Faulty ECM. Notice: APP sensor 3 is internal to APP sensor assembly. Notice: ITP sensor is internal to IT valve assembly.

APP sensor 3 +5V reference circuit is short to ground or low reference circuit. ITP sensor +5V reference circuit is short to ground or low reference circuit. CKP sensor +5V reference circuit is short to ground or low reference circuit. Faulty APP sensor 3. Faulty ITP sensor. Faulty CKP sensor. Faulty ECM. Notice: APP sensor 3 is internal to APP sensor assembly. Notice: ITP sensor is internal to IT valve assembly.

4JJ1-TC Engine-13

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

The mass air flow (MAF) sensor is an air flow meter that measures the amount of the air that enters the engine. It is fitted between the air cleaner and turbocharger. The MAF sensor uses a hot wire element to determine the amount of the air flowing into the engine. (The hot wire temperature reaches to 170-300°C (338-572°F). The MAF sensor assembly consist of a MAF sensor element and an intake air temperature (IAT) sensor that are both exposed to the air flow to be measured. The MAF sensor element measures the partial air mass through a measurement duct on the sensor housing. A small quantity of air that enters the engine indicates deceleration or idle speed. A large quantity of air that enters the engine indicates acceleration or high load condition. Using calibration, there is an extrapolation to the entire mass air flow to the engine. With lower sensor output, the engine control module (ECM) detects a small quantity of air mass. With higher sensor output, the ECM detects a large quantity of air mass. The ECM uses to this value to calculate injection quantity and EGR gases flow rate into the engine combustion chamber.

M A F S e n so r C h a ra cte ristic -R e fe re n ce (N o L o a d & A /T )

1. Mass Air Flow (MAF) Sensor & Intake Air Temperature (IAT) Sensor Assembly

5 .0

The characteristic of the MAF sensor is displayed in the graph. Calculated MAF can be found on the Tech 2 by unit “g/cyl”. The output voltage also can be found on the Tech 2.

4 .5 4 .0

Output (Volts)

3 .5 3 .0 2 .5

Notice! In data display “g/cyl” will be fixed to the default value when DTC is set relating to the MAF sensor. To diagnose this DTC, observe the “Volts” in the data display.

2 .0 1 .5 1 .0 0 .5 0 .0 500 1000 1500 2000 2500 3000 3500 4000 4500 E n g in e S p e e d (R P M )

4JJ1-TC Engine-14 Ohms Volts 4.5

IAT Sensor Characteristic -Reference14000

4 3.5

10000

3 2.5

8000

2 6000 1.5 4000 1 2000

Output (Volts)

Resistance (Ohms)

12000

The intake air temperature (IAT) sensor is fitted between the air cleaner and turbocharger. It is internal to mass air flow (MAF) sensor. The IAT sensor is a variable resistor. The IAT sensor measures the temperature of the air entering the engine. The engine control module (ECM) supplies 5volts to the IAT sensor signal circuit and a ground for the IAT sensor low reference circuit. When the IAT sensor is cold, the sensor resistance is high. When the air temperature increases, the sensor resistance decreases. With high sensor resistance, the ECM detects a high voltage on the IAT sensor signal circuit. With lower sensor resistance, the ECM detects a lower voltage on the IAT sensor signal circuit. The ECM uses to this value to calculate a fuel injection quantity, injection timing and EGR control.

0.5

0

0

-20 -10 0 10 20 30 40 50 60 70 80 90 10 0 Temperature (C)

°C 100 90 80 70 60 50 40 30 25 20 10 0 -10 -20

°F 212 194 176 158 140 122 104 86 77 68 50 32 14 -4

Ohms 190 240 320 430 590 810 1150 1650 2000 2430 3660 5650 8970 14700

Volts 0.3 0.4 0.5 0.6 0.8 1.1 1.4 1.8 2.1 2.3 2.8 3.3 3.8 4.2

The characteristic of the IAT sensor is displayed in the graph and table. Calculated intake air temperature can be found on the Tech 2 by unit “°C” or “°F”. The output voltage also can be found on the Tech 2.

Notice! In data display “°C” or “°F” will be fixed to the default value when DTC is set relating to the IAT sensor. To diagnose this DTC, observe the “Volts” in the data display.

Notice! The MAF sensor is heated and as a result the IAT sensor may indicate a higher than normal intake air temperature.

4JJ1-TC Engine-15

MAF & IAT Sensor Connector Face

Related DTC Fail-Safe (Back Up) DTC (Symptom Code) P0100 (1)


DTC Name On Scan Tool

Mass Air Flow (MAF) Sensor Circuit High Voltage

Battery voltage is between 11.5 – 16V. Engine is running.



MAF sensor signal voltage is more than 4.9V for 3 seconds.

Limited

Sub System Status EGR Control Inhibited



Inhibited ECM uses a MAF substitution of 141g/s for engine control.

Suspected Cause

P0100 (2)

Mass Air Flow (MAF) Sensor Circuit Low Voltage

MAF sensor signal voltage is less than 0.1V for 3 seconds.

P0110 (1)

P0110 (2)

Intake Air Temperature (IAT) Sensor Circuit High Voltage

Intake Air Temperature (IAT) Sensor Circuit Low Voltage

Battery voltage IAT sensor signal is more than 9V. voltage is less than 0.1V for 3 seconds.

Battery voltage is more than 9V. Engine run time is more than 3 minutes.

IAT sensor signal voltage is more than 4.75V for 3 seconds.

-

Inhibited

Inhibited ECM uses an IAT substitution of 10deg. C (50deg. F) for engine control.

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Faulty MAF sensor. Faulty ECM. Sensor +12V feed circuit is open circuit or high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. (P0110 (Symptom Code 1) may also set.) Faulty MAF sensor Faulty ECM.

Sensor signal circuit is open circuit, high resistance, short to +5V reference circuit or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. (P0100 (Symptom Code 2) may also set.) Faulty IAT sensor. Faulty ECM. Notice: IAT sensor is internal to mass air flow (MAF) sensor assembly.

Sensor signal circuit is short to ground or short to low reference circuit. Faulty IAT sensor. Faulty ECM. Notice: IAT sensor is internal to mass air flow (MAF) sensor assembly.

4JJ1-TC Engine-16

ENGINE COOLTANT TEMPERATURE (ECT) SENSOR The engine coolant temperature (ECT) sensor is installed to the coolant stream on the thermostat housing. It is a variable resistor. The ECT sensor measures the temperature of the engine coolant. The engine control module (ECM) supplies 5volts to the ECT sensor signal circuit and a ground for the ECT sensor low reference circuit. When the ECT sensor is cold, the sensor resistance is high. When the air temperature increases, the sensor resistance decreases. With high sensor resistance, the ECM detects a high voltage on the ECT sensor signal circuit. With lower sensor resistance, the ECM detects a lower voltage on the ECT sensor signal circuit. The ECM uses to this value to calculate a fuel injection quantity, injection timing and EGR control and preheating control. Ohms ECT Sensor Characteristic -Reference-

Volts

26000

4.5

The characteristic of the ECT sensor is displayed in the graph and table. Calculated coolant temperature can be found on the Tech 2 by unit “°C” or “°F“. The output voltage also can be found on the Tech 2.

24000 22000

4

20000

3.5

18000 3

16000

2.5

14000 12000

2

10000 8000

1.5

6000

1

4000 0.5

2000 0 -30 -20 -10 0

°C 110 100 90 80 70 60 50 40 30 20 10 0 -10 -20 -30

0 10 20 30 40 50 60 70 80 90 10 11 Temperature (C) 0 0

°F 230 212 194 176 158 140 122 104 86 68 50 32 14 -4 -22

Ohms 160 200 260 350 470 640 880 1250 1800 2650 4000 6180 9810 16000 27000

Volts 0.2 0.3 0.4 0.5 0.6 0.8 1.1 1.5 1.9 2.3 2.8 3.3 3.8 4.2 4.5

Output (Volts)

Resistance (Ohms)

1.Engine Coolant Temperature (ECT) Sensor

5

28000

Notice! In data display “°C” or “°F“ will be fixed to the default value when DTC is set relating to the ECT sensor. To diagnose this DTC, observe the “Volts” in the data display.

4JJ1-TC Engine-17

ECT Sensor Connector Face

Related DTC Fail-Safe (Back Up) DTC (Symptom Code)

P0115 (1)



Engine Coolant Temperature (ECT) Sensor Circuit High Voltage


Battery voltage ECT sensor signal is more than voltage is more 9V. than 4.75V for 3 seconds. Engine run time is more than 3 minutes.




Inhibited

Inhibited

P0115 (2)

P1173 (0)

Engine Battery voltage ECT sensor signal Coolant is more than 9V. voltage is less than Temperature 0.1V for 3 seconds. (ECT) Sensor Circuit Low Voltage Engine Overheat

Battery voltage ECT is more than is more than 110°C (230°F) for 9V. 5 seconds. Engine is running. DTC P0115 (Symptom Code 1 & 2) is not set.

-

-

-

Suspected Cause

Other Control Status ECM uses an ECT substitution of 10deg. C (50deg. F) for engine starting.

Sensor signal circuit is open circuit, high resistance, short to +5V reference circuit or short to battery or ignition voltage.

Sensor low reference circuit is open circuit or high resistance.

Sensor harness connector is poor connection.

ECM uses an ECT substitution of 110deg. C (230deg. F) for engine running.

Faulty ECT sensor.

Faulty ECM.

Sensor signal circuit is short to ground or short to low reference circuit.

Faulty ECT sensor.

Faulty ECM.

Engine overheats. Faulty engine cooling system. Faulty engine coolant temperature (ECT) sensor. Faulty ECM.

-

4JJ1-TC Engine-18

FUEL TEMPERATURE (FT) SENSOR The fuel temperature (FT) sensor is installed to the supply pump. It is a variable resistor. The FT sensor measures the temperature of the fuel. The engine control module (ECM) supplies 5volts to the FT sensor signal circuit and a ground for the FT sensor low reference circuit. When the FT sensor is cold, the sensor resistance is high. When the air temperature increases, the sensor resistance decreases. With high sensor resistance, the ECM detects a high voltage on the FT sensor signal circuit. With lower sensor resistance, the ECM detects a lower voltage on the FT sensor signal circuit. The ECM uses to this value to calculate a fuel injection volume, injection timing and EGR control. 1. Fuel Temperature (FT) Sensor Ohms

FT Sensor Characteristic -Reference-

Volts 5

26000 24000

4.5

22000

Resistance (Ohms)

18000

3.5

16000

3

14000 2.5 12000 2

10000 8000

1.5

6000

1

4000 0.5

2000 0 -30 -20 -10 0

°C 110 100 90 80 70 60 50 40 30 20 10 0 -10 -20 -30

0 10 20 30 40 50 60 70 80 90 100 110 Temperature (C)

°F 230 212 194 176 158 140 122 104 86 68 50 32 14 -4 -22

Ohms 140 180 240 310 420 580 810 1150 1660 2450 3700 5740 9160 15000 25400

Volts 0.2 0.3 0.4 0.5 0.6 0.8 1.1 1.5 1.8 2.3 2.8 3.3 3.8 4.2 4.5

Output (Volts)

4

20000

2. Suction Control Valve (SCV)

The characteristic of the FT sensor is displayed in the graph and table. Calculated coolant temperature can be found on the Tech 2 by unit “°C” or “°F “. The output voltage also can be found on the Tech 2.

Notice! In data display “°C” or “°F “ will be fixed to the default value when DTC is set relating to the FT sensor. To diagnose this DTC, observe the “Volts” in the data display.

4JJ1-TC Engine-19

FT Sensor Connector Face




Fuel Temperature Sensor Circuit High Voltage

Battery voltage is more than 9V. Engine run time is more than 3 minutes.


FT sensor signal voltage is more than 4.75V for 3 seconds.




-

-


P0180 (2)

Fuel Battery voltage FT sensor signal Temperature is more than 9V. voltage is less than Sensor Circuit 0.1V for 3 seconds. Low Voltage

Suspected Cause

ECM uses a Sensor signal circuit is open circuit, high FT resistance, short to +5V reference circuit or short substitution to battery or ignition voltage. of 10deg. C Sensor low reference circuit is open circuit or (50deg. F) high resistance. for engine Sensor harness connector is poor connection. starting. Faulty FT sensor. ECM uses a Faulty ECM. FT substitution Notice: FT sensor is internal to fuel supply pump. of 95deg. C Sensor signal circuit is short to ground or short to (203deg. F) low reference circuit. for engine Faulty FT sensor. running. Faulty ECM. Notice: FT sensor is internal to fuel supply pump.

4JJ1-TC Engine-20

CRANKSHAFT POSITION (CKP) SENSOR & CAMSHAFT POSITION (CMP) SENSOR The crankshaft position (CKP) sensor is located on lefthand of cylinder block just back of starter motor. The sensor wheel is fixed on the crankshaft. There are 56 notches spaced 6° apart and a 24° section that is uncut. This uncut portion allows for the detection of top dead center (TDC) cylinder number 1. The CKP sensor is a magnetic resistance element (MRE) type sensor, which generates a square wave signal. If the CKP sensor fails, the camshaft position (CMP) sensor signals will substitute for the CKP sensor signal backup. 1. Crankshaft Position (CKP) Sensor 2. Sensor Wheel

4JJ1-TC Engine-21

The camshaft position (CMP) sensor is installed on the chain sprocket cover at the front end. The CMP sensor detects total five projections, four reference projections arranged equally every 90° space and one reference projection on the camshaft drive sprocket flange surface, and sends signals to the engine control module (ECM). Receiving these signals, the ECM determines cylinder #1 compression top dead center (TDC). 1. Camshaft Position (CMP) Sensor 2. Chain Sprocket 3. Rotating Direction

Both sensors have interchangeability each other. You may replace them in case of CMP sensor failed and no spare parts!

4JJ1-TC Engine-22

No.1TDC 30°CA

90°CA

No.1TDC

90°CA

No.3TDC 90°CA

CH1 0V

CH2 0V 30°CA

6°CA

The relationship of CKP sensor and CMP sensor is displayed on the above picture. The ECM detects 112 CKP sensor pulses (56 x 2) and 5 CMP sensor pulses per 2 crankshaft rotation (720°CA). Both sensor wheels are mechanically bit with each other. Therefore, the relationship of each pulse is always constant. The injection timing suitable for the vehicle conditions is controlled based on the inputs from respective sensors. The injection timing is determined by comparing actually measured values of pulse signals from the CKP sensor or CMP sensor with the target injection timing stored in the map of the ECM. The Tech 2 indicates “Synchronization Mode” to report both signal status as follows. 0: Only CMP signal is not detected or CMP & CKP signals are not detected. (Engine does not start) 1: CKP signal is not detected but CMP signal is detected. (Engine very delay start) 2: CMP & CKP signals are detected.

4JJ1-TC Engine-23

In case of the timing chain incorrectly installed, the reference waveforms of each sensor are displayed on the left. This case timing chain was set only one tooth retard direction at drive sprocket. The CMP sensor signals are retarded approximately 19°CA from original position (A). The synchronization mode will be “0” in the Tech 2 data display. And, ECM informs DTC P1345 “Camshaft Position & Crankshaft Position Signal Off Phase”.

19deg.CA

0V

0V A

B

Notice! If the timing chain installed only one tooth advance direction or two teeth retard direction at drive sprocket, intake or exhaust valves will be hit to the piston head. Therefore, take great care when installing the timing chain!

CKP & CMP Sensor Connector Face

4JJ1-TC Engine-24

Related DTC Fail-Safe (Back Up) DTC DTC Name On (Symptom Scan Tool Code) P0219 (0)

Engine Overspeed

Condition for Running the DTC -


Engine speed is higher than 5400RPM for 1 second.




-

-


Suspected Cause

P0335 (4)

Crankshaft Battery voltage No CKP sensor Position (CKP) is more than 9V. pulse for 1 second Sensor No Pulse

P0335 (8)

Crankshaft Position (CKP) Sensor Extra or Missing

Extra or missing CKP sensor pulse 6 times or more for 3 seconds

Limited

-

-

-

Engine overrun. Faulty crankshaft position (CKP) sensor. Faulty ECM. Electrical interference. Magnetic interference.

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground, short to low reference, short to +5V reference circuit, short to battery or ignition voltage. Sensor low reference circuit is open circuit, high resistance, short to battery or ignition voltage. Sensor shield circuit is open circuit, high resistance, short to battery or ignition voltage. Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty CKP sensor. Faulty ECM. Improper sensor installation. Faulty CKP sensor ring. Notice: Interface of CKP sensor is pull-up type.


4JJ1-TC Engine-25 Fail-Safe (Back Up) DTC DTC Name On (Symptom Scan Tool Code) P0340 (4)

Camshaft Position (CMP) Sensor No Pulse


P0340 (8)

Camshaft Position (CMP) Sensor Pulse Faulty or Invalid

P1345 (0)

Crankshaft Position & Camshaft Position Signal Off Phase


Battery voltage No CMP sensor is more than pulse for 1 second. 9V. DTC P1345 (Symptom Code 0) is not set. Crankshaft position (CKP) sensor signals are generated.




-

-


Suspected Cause

-

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground, short to low reference, short to +5V reference circuit, short to battery or ignition voltage. Sensor low reference circuit is open circuit, high resistance, short to battery or ignition voltage. Sensor shield circuit is open circuit, high resistance, short to battery or ignition voltage. Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty CMP sensor. Faulty ECM. Improper sensor installation. Faulty CMP sensor ring. Notice: Interface of CMP sensor is pull-up type.

Extra or missing CMP sensor pulse for 1.5 seconds

Battery voltage is more than 9V. Engine speed is higher than 100RPM. DTC P0335 (Symptom Code 4, 8 & A) is not set. DTC P0340 (Symptom Code 4, 8 & A) is not set.

CKP and CMP sensor signals with no synchronization for 3 seconds.


Limited

-

-

-

Incorrect engine mechanical timing.

4JJ1-TC Engine-26

VEHICLE SPEED (VS) SENSOR The vehicle speed (VS) sensor is a magnet rotated by the transmission output shaft. The VS sensor uses a hall effect element. It interacts with the magnetic field created by the rotating magnet and outputs square wave pulse signal. The 12volts operating supply form the “Meter” (10A) fuse. The engine control module (ECM) calculates the vehicle speed by the VS sensor. If the vehicle fitted with automatic transmission and 2WD, the square wave pulse signals are sent from the transmission control module (TCM) to ECM. 1. M/T or 4WD A/T 2. 2WD A/T

Calculated signal can be found on the Tech 2 as vehicle speed unit “km/h” or “MPH”. The reference waveform of the VS sensor is displayed on the left. The output signal can be measured on the ECM terminal J2-62.

0V

Measurement Terminal: J2-62(+) J1-73(-) Measurement Scale: 5V/div 50ms/div Measurement Condition: Approximately 20km/h (13MPH)

Notice! In data display “km/h“ or “MPH” will be fixed to the default value when DTC is set relating to the VS sensor.

If the vehicle fitted with immobilizer system, vehicle speed signal is sent via the immobilizer control unit (ICU).

CH1 0V

CH2 0V

Measurement Terminal: 6 of B-68 (CH1), 8 of B-68 (CH2) GND(-) Measurement Scale: 5V/div 50ms/div Measurement Condition: Approximately 20km/h (13MPH)

4JJ1-TC Engine-27

VS Sensor Connector Face (M/T & A/T 4WD)

VS Sensor Connector Face (A/T 2WD)


Vehicle Speed Sensor (VS) Sensor Circuit No Pulse


P0500 (8)


Battery voltage VS sensor signals is more than are not generated 9V. for 5 seconds. Engine speed is higher than 1000RPM. Fuel injection quantity is 0mm3/st .

Vehicle Speed Battery voltage Change of VS Sensor (VS) is more than 9V. sensor signal is Sensor sharp. Performance




-

-


Suspected Cause

Sensor +12V circuit is open circuit or high resistance. Sensor signal circuit is open circuit, short to ground or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty VS sensor. Faulty ECM. Faulty ICU. Faulty meter

Sensor +12V circuit is open circuit or high resistance. Sensor signal circuit is open circuit, short to ground or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty instrument panel cluster (meter assembly). Electrical interference. Magnetic interference. Faulty VS sensor. Faulty ECM. Faulty ICU.

4JJ1-TC Engine-28

BAROMETRIC PRESSURE (BARO) SENSOR The barometric pressure (BARO) sensor is located on the intake manifold. But, it is not installed into the manifold. Just placed on the manifold via a bracket. The BARO sensor is a transducer that varies voltage according to changes surrounding barometric pressure. The BARO sensor provides a signal to the engine control module (ECM) on the BARO sensor signal circuit, which is relative to the pressure changes. The sensor should detects a low signal voltage at low barometric pressure, such as high altitude area. The ECM should detect high signal voltage at high barometric pressure, such as sea level area. The ECM uses this voltage signal to calibrate the fuel injection volume and injection timing for altitude compensation. 1. Barometric Pressure (BARO) Sensor

The characteristic of the BARO sensor is displayed in the graph and table. Calculated barometric pressure can be found on the Tech 2 by unit “kpa”. The output voltage also can be found on the Tech 2.

BARO Sensor Characteristic -Reference5.0 4.5 4.0

Output (Volts)

3.5 3.0

Notice! In data display “kpa” will be fixed to the default value when DTC is set relating to the BARO sensor. To diagnose this DTC, observe the “Volts” in the data display.

2.5 2.0 1.5 1.0 0.5 0.0 50

60

70 80 90 Barometric Pressure (kpa)

kpa 50 60 70 80 90 100 110

psi 7.3 8.7 10.2 11.6 13.1 14.5 16.0

Volts 1.0 1.3 1.5 1.8 2.0 2.3 2.8

100

110

4JJ1-TC Engine-29

BARO Sensor Connector Face


Barometric Pressure (BARO) Sensor Circuit High Voltage


Battery voltage is more than 9V. DTC P1622 (Symptom Code 1 & 2) is not set.


BARO Sensor signal voltage is more than 4.75V for 3 seconds.




Inhibited

Inhibited

Suspected Cause


ECM uses a BARO substitution of 101KPa (14.5psi) for engine control.

P1105 (2)

Barometric Pressure (BARO) Sensor Circuit Low Voltage

BARO sensor signal voltage is less than 0.1V for 3 seconds.

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty BARO sensor. Faulty ECM. Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. Faulty BARO sensor. Faulty ECM.

4JJ1-TC Engine-30

ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal position (APP) sensor is mounted on the accelerator pedal assembly. The sensor is made up of three individual sensors within one housing. The engine control module (ECM) uses the APP sensors to determine the amount of acceleration or deceleration desired by the person driving the vehicle via the fuel injector control. 1. Accelerator Pedal Position (APP) Sensor 2. Pedal Bracket 3. Nut

The characteristic of the APP sensor 1, 2 & 3 is displayed in the graph and table. Calculated accelerator pedal angle can be found on the Tech 2 by unit “%”. Also, output voltage can be found on the Tech 2, which are measured on the ECM terminal J2-12, J2-10 & J2-8.

APP Sensor Characteristic -Reference5 4.5 4 APP3 3.5

Output (Volts)

3

Notice! If one APP sensor DTC is set, the ECM will use the remaining two APP sensors to calculate pedal angle. Indicated APP angle will being 0 –100%.

APP2

2.5 APP1

If two APP sensors are out of range, the ECM will use the remaining one APP sensor to calculate pedal angle. Indicated APP angle will limited within 50%. If all three APP sensors are out of range, the APP indicated angle is fixed at 13% (M/T) or 7% (A/T).

2 1.5 1 0.5 0 0

10

20

30

40

50

60

70

80

90

Accelerator Pedal Position (%)

100

The ECM monitors each sensor signals. If out of correlation among three sensors, following DTC will store. Normally two DTCs are set at the same time. APP sensor 1 skewed: P1121 & P1125 sets APP sensor 2 skewed: P1121 & P1123 sets APP sensor 3 skewed: P1123 & P1125 sets

APP SensorPedal Position (%) 1 0 1 100 2 0 2 100 3 0 3 100

Volts 0.1 - 1.2 3.8 - 4.8 3.8 - 4.8 0.2 - 1.2 3.8 - 4.8 1.2 - 2.2

4JJ1-TC Engine-31

10.0ms 1.0ms

If the vehicle fitted with automatic transmission, calculated accelerator pedal position is transmitted to the transmission control module (TCM). 100Hz-duty signal is sent from the ECM terminal J2-56. 10% Off Duty Ratio: Accelerator pedal position 0% 50% Off Duty Ratio: Accelerator pedal position 50% 90% Off Duty Ratio: Accelerator pedal position 100%

5.0ms

9.0ms

APP Sensor Connector Face

4JJ1-TC Engine-32


Accelerator Pedal Position (APP) Sensor 1 Circuit High Voltage

P1120 (2)

Accelerator Pedal Position (APP) Sensor 1 Circuit Low Voltage

P1121 (8)

Accelerator Pedal Position (APP) Sensor 1-2 Correlation


P1122 (2)



Battery voltage APP sensor 1 is more than signal voltage is 9V. more than 4.85V. DTC P1620 (Symptom Code 1 & 2) is not set.




-

-


Suspected Cause

-

APP sensor 1 signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. APP sensor 1 low reference circuit is open circuit or high resistance. APP sensor harness connector is poor connection. Faulty APP sensor 1. Faulty ECM. Notice: APP sensor 1 is internal to APP sensor assembly.

APP sensor 1 signal voltage is less than 0.15V.

P1122 (1)


Battery voltage is more than 9V. DTC P1120 (Symptom Code 1 & 2) is not set. DTC P1122 (Symptom Code 1 & 2) is not set.

APP sensor 1 and 2 are more than 40% out of range of each other.

Battery voltage APP sensor 2 is more than signal voltage is 9V. more than 4.85V. DTC P1622 (Symptom Code 1 & 2) is not set.


APP sensor 1 +5V reference circuit is open circuit, high resistance. APP sensor 1 signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. APP sensor harness connector is poor connection. Faulty APP sensor 1. Faulty ECM. Notice: APP sensor 1 is internal to APP sensor assembly.

Limited

-

-

-

APP sensor 1 +5V reference circuit is high resistance. APP sensor 1 signal circuit is high resistance. APP sensor 1 low reference circuit is high resistance. APP sensor 2 +5V reference circuit is high resistance. APP sensor 2 signal circuit is high resistance. APP sensor 2 low reference circuit is high resistance. APP sensor 3 +5V reference circuit is high resistance. APP sensor 3 signal circuit is high resistance. APP sensor 3 low reference circuit is high resistance. APP sensor connector is poor connection. Electrical interference. Faulty APP sensor 1, 2 or 3. Faulty ECM. Notice: APP sensor 1, 2 or 3 is internal to APP sensor assembly.

Limited

-

-

-

APP sensor 2 signal circuit is open circuit, high resistance, short to +5V reference circuit, short to battery or ignition voltage circuit. APP sensor 2 low reference circuit is open circuit or high resistance. APP sensor harness connector is poor connection. Faulty APP sensor 2. Faulty ECM. Notice: APP sensor 2 is internal to APP sensor assembly. Notice: Interface of APP sensor 2 is pull-up type.

APP sensor 2 +5V reference circuit is open circuit, high resistance. APP sensor 2 signal circuit is short to ground or short to low reference circuit. APP sensor harness connector is poor connection. Faulty APP sensor 2. Faulty ECM. Notice: APP sensor 2 is internal to APP sensor assembly. Notice: Interface of APP sensor 2 is pull-up type.




P1124 (1)


P1124 (2)


P1125 (8)







APP sensor 3 signal circuit voltage is more than 4.85V.

Sub System Status



Limited

-

-

-


Limited

-

-

-


APP sensor 3 signal circuit voltage is less than 0.15V.



Suspected Cause

EGR Control


Limited

-

-

-



P1201 (6)



Accelerator Battery voltage Pedal Position is more than 9V. (APP) PWM Output High Voltage

High voltage condition on the APP PWM output circuit for longer than 3 seconds.

Accelerator Pedal Position (APP) PWM Output Low Voltage

Low voltage condition on the APP PWM output circuit for longer than 3 seconds.




-

-


TCM holds a selected gear when the DTC is set during the vehicle run and inhibits lock-up. TCM stops all shift solenoid and the gear is fixed to the 3rd gear.

Suspected Cause

APP PWM output circuit is short to battery or ignition voltage circuit. Faulty TCM. Faulty ECM. APP PWM output circuit is open circuit, high resistance or short to ground circuit. Poor harness connector connection. Faulty TCM. Faulty ECM.

4JJ1-TC Engine-35

SWIRL CONTROL SOLENOID VALVE The swirl control solenoid valve is located on left-hand side of the cylinder block via fuel rail bracket. By command signal from the engine control module (ECM) terminal J1-67, this solenoid valve applies vacuum pressure to the diaphragm actuator to operate swirl control butterflies that is provided each intake port. The commanded state can be found on the Tech 2 data display and relationship among the command signal, butterfly valve and swirl state as follows. Command OFF ON

Vacuum Cut Apply

Butterfly Valve Open Close

Swirl Low High

1. Swirl Control Solenoid Valve 2. Swirl Control Actuator 3. Butterfly Valves

The swirl control solenoid valve is conventional vacuum switch valve (VSV). It has standard coil resistance 35– 45 ohms at temperature 20°C (68°F).

1. Vacuum Hose Connect to Swirl Control Actuator 2. Vacuum Hose Connect to Vacuum Source

4JJ1-TC Engine-36

Solenoid Valve Connector Face


P1480 (6)

Swirl Control Solenoid Valve Control Circuit High Voltage

Swirl Control Solenoid Valve Control Circuit Low Voltage


Battery voltage is more than 9V. Ignition switch is ON.



High voltage condition on the swirl control solenoid valve control circuit for longer than 1 second when the solenoid valve is commanded ON.

-

Low voltage condition on the swirl control solenoid valve control circuit for longer than 1 second when the solenoid valve is commanded OFF.

Limited



-

-


Suspected Cause

Swirl control solenoid valve control circuit is short to battery or ignition voltage circuit. Faulty swirl control solenoid valve. Faulty ECM.

Swirl control solenoid valve voltage feed circuit is open circuit or high resistance. Swirl control solenoid valve control circuit is open circuit, high resistance or short to ground. Poor harness connector connection. Faulty swirl control solenoid valve. Faulty ECM.

4JJ1-TC Engine-37

FUEL SYSTEM FEATURE OF THE COMMON RAIL SYSTEM

1. Fuel Tank 2. Fuel Filter 3. Fuel Supply Pump 4. One-way Valve 5. Fuel Rail 6. Pressure Limiter Valve 7. Flow Damper 8. Fuel Rail Pressure Sensor 9. Injector 10. Engine Control Module (ECM) 11. Camshaft Position (CKP) Sensor 12. Crankshaft Position (CKP) Sensor 13. Various Sensor Inputs

The common rail system uses a type of accumulator chamber called the fuel rail to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized fuel in the combustion chambers. The injection system (injection pressure, injection rate, and injection timing) is controlled by the engine control module (ECM), and therefore the common rail system can be controlled independently, free from the influence of engine speed and load. This ensures a stable injection pressure at all time, particularly in the low engine speed range, so that black smoke specific to diesel engines generated during vehicle starting or acceleration can be reduced dramatically. As a result, exhaust gas emissions are clear and reduced, and higher output is achieved. 1. High Pressure Control Enables high pressure injection from low engine speed range. Optimizes control to minimize particulate matter and NOx emissions. 2. Injection Timing Control Enables finely tuned optimized control in accordance with running conditions. 3. Injection Rate Control Pilot injection control that performs a small amount of injection before main injection.

4JJ1-TC Engine-38

FUEL SUPPLY PUMP Along with the employment of the common rail type electronic control fuel injection system, the injection pump was disused and a plunger type supply pump is provided to supply high pressure fuel to the fuel rail. The supply pump is installed at the position where conventionally the injection pump was installed, and it is driven 1:1 to the engine. The feed pump (trochoid type) is built in the supply pump to feed fuel from the fuel tank to the plunger chamber. Also, the supply pump is attached with a suction control valve (SCV) to control high pressure fuel supply to the fuel rail and a fuel temperature (FT) sensor to detect fuel temperature. 1. 2. 3. 4.

Fuel Temperature (FT) Sensor Suction Control Valve (SCV) Fuel Supply Pump Bracket

Notice! In order to make the fuel supply pump characteristic learn into the ECM, let the engine idle until warm-up after ECM or supply pump replacement. If the fuel system DTC’S stored in the meantime, once clear DTC and warm-up the engine again.

1. 2. 3. 4. 5. 6. 7. 8. 9.

Type

HP3

Gear Ratio to Crankshaft

1:1

Rotational Direction

Clockwise as viewed from drive side

Feed Pump

Trochoid type

Plunger Diameter x Number

8.5mm x 2

Plunger Lift

5.6mm

SCV Type

Normally Open

Driveshaft Ring Cam Pump Body Plunger Filter Regulating Valve Feed Pump Suction Control Valve (SCV) Fuel Temperature (FT) Sensor

4JJ1-TC Engine-39

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. Fuel Rail 15. Injector 16. Driveshaft 17. Suction Pressure 18. Feed Pressure 19. High Pressure 20. Return Pressure

The fuel is fed under pressure to the plunger chamber by the feed pump built in the supply pump, and further it is fed under high pressure to the fuel rail by two plungers driven by the camshaft therein. Operating the SCV based on the signals from the engine control module (ECM) controls the quantity and timing of fuel supply to the fuel rail. Since this type of pump adjusts the fuel amount at low pressure side, and it can deliver required high pressure and is efficient.

4JJ1-TC Engine-40

Operation of the Fuel Feed Pump

1. 2. 3. 4. 5. 6. 7. 8. 9.

From Fuel Tank Intake Port To Pump Chamber Discharge Port Inner Rotor Outer Rotor Fuel Quantity Decrease Fuel Quantity Increase Fuel Quantity Decrease (Fuel Discharge) 10. Fuel Quantity Increase (Fuel Intake)

The trochoid type feed pump, which is integrated in the fuel supply pump, draws fuel from the fuel tank and feeds it to the two plungers via the filter and SCV. The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors. 1. 2. 3. 4.

Ring Cam Plunger A Plunger B Feed Pump

4JJ1-TC Engine-41

Operation of the Fuel Supply Pump

1. 2. 3. 4. 5. 6.

Suction Control Valve (SCV) Suction Valve Delivery Valve Eccentric Cam Ring Cam Plunger A Top Dead Center (TDC) at Compression Stroke 7. Plunger B Bottom Dead Center (BDC) at Intake Stroke 8. Plunger A Beginning of Compression Stroke 9. Plunger B Beginning of Compression Stroke 10. Plunger A Bottom Dead Center (BDC) at Intake Stroke 11. Plunger B Top Dead Center (TDC) at Compression Stroke 12. Plunger A Beginning of Compression Stroke 13. Plunger B Beginning of Intake Stroke

The ring cam pushes the plunger “A” in upward direction as the eccentric cam rotates as shown above picture. The plunger “B” is pulled in the opposite direction of plunger “A” by a spring force. As a result, the plunger “B” sucks fuel while the plunger “A” feeds fuel under pressure to the fuel rail.

4JJ1-TC Engine-42

Operation of Suction Control Valve (SCV) A linear solenoid type valve has been adopted. The ECM controls the 250Hz duty ratio (the length of time that the current is applied to the SCV), in order to control the quantity of fuel that is supplied to the highpressure plunger. Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the drive load of the supply pumps decreases

2

1

When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the armature to the left side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and thus regulating the fuel quantity. With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge) When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally opened). SCV control current can be found on the Tech 2 data display by unit “mA”. SCV On duty ratio also can be found on the Tech 2 data display by “%”. 1. Valve 2. Coil A. Small Duty Ratio (Large Suction Quantity) B. Large Duty Ratio (Small Suction Quantity)

A

Notice! DO NOT attempt engine cranking or starting with the SCV harness connector or ECM harness connector disconnect. The pressure limiter valve will be opened since the SCV is normal open and full amount of fuel is supplied to the fuel rail. Therefore, unless a diagnostic procedure instructs you, DO NOT disconnect. B

Notice! If the SCV control low circuit between the ECM and SCV are short to ground, DTC may not stored. This condition will case engine stall, hard start or engine cranks but may not start. But SCV control current will be dropped approximately 500mA.

4JJ1-TC Engine-43

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

4JJ1-TC Engine-44

Suction Control Valve (SCV) Connector Face


P0090 (7)

P0090 (8)


Sub System Status



Fuel Pressure Battery voltage Regulator is more than 9V. Solenoid Control Circuit Low or High Voltage

SCV control high circuit is a shorted to ground, shorted to battery or ignition voltage for 1 second.

Limited

Fuel Pressure Regulator Solenoid Control Circuit Over Current

SCV control low circuit is shorted to battery or ignition voltage.

Fuel Pressure Regulator Solenoid Control Circuit Invalid

SCV operating current is less than 100mA, more than 2450mA or difference of desired current and actual current is more than 1000mA for 1.6 seconds.


EGR Control



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Suspected Cause

SCV control high circuit is short to ground, short to battery or ignition voltage. (P0090 (Symptom Code 8) may also set.) Faulty ECM.

SCV control low circuit is short to battery or ignition voltage. (P0090 (Symptom Code 8) may also set.) Faulty ECM.

SCV control high circuit is open circuit or high resistance. SCV control high circuit is short to ground, short to battery or ignition voltage. (P0090 (Symptom Code 6) may also set.) SCV control low circuit is open circuit, high resistance or short to ground. SCV control low circuit is short to battery or ignition voltage. (P0090 (Symptom Code 7) may also set.) SCV internal coil is open circuit Faulty ECM. Notice: SCV is internal to fuel supply pump assembly.

4JJ1-TC Engine-45

FUEL RAIL (COMMON RAIL) Along with the employment of a common rail type electronic control fuel injection system, the fuel rail is provided to store high pressure fuel between supply pump and injectors. A pressure sensor and a pressure limiter are installed on the fuel rail. The pressure sensor detects the fuel pressure inside the fuel rail and sends its signal to the ECM. Based on this signal, the ECM controls the fuel pressure inside the fuel rail via the suction control valve of the supply pump. The pressure limiter opens the valve mechanically to relieve the pressure when the fuel pressure inside the fuel rail increases extremely. 1. 2. 3. 4. 5.

Operation of the Pressure Limiter Valve

Fuel Rail Fuel Rail Pressure Sensor Pressure Limiter Valve Flow Damper Bracket

The pressure limiter valve relieves pressure by opening the valve (2) if abnormally high pressure is generated. The valve (2) opens when pressure in rail reaches approximately 220MPa (32000psi), and close when pressure falls to approximately 50MPa (7250psi). Fuel leaked by the pressure limiter valve re-turns to the fuel tank through the return line. 1. 2. 3. 4. 5. 6.

From Fuel Rail Valve Valve Body Valve Guide Spring Housing

7. To Fuel Return Pipe

Notice! For maximum sealing performance, operated pressure limiter valve must be replaced. There is a possibility the pressure limiter valve by which opening pressure has fallen may set fuel system DTC most likely cased by having opened many times.

4JJ1-TC Engine-46

Operation of the Flow Damper The flow dampers are installed at the outlet of fuel rail to damp a pulsation of fuel pressure inside the fuel rail or to cut off the fuel supply when the fuel leaks in the downstream of flow damper. The fuel is supplied to the injectors through an orifice of the piston. The pressure pulsation occurring in the fuel rail is damped by a resistive force of the return spring (5) and a passing resistance of the orifice (2), wherein the piston (4) acts as a damper. Also, the leading end of piston (4) closes an fuel supply port to cut off the fuel supply, if the fuel leak occurs in the injection pipe or injectors, and the fuel pressure on the downstream side of flow damper supplied through an orifice (2) + resistive force of return spring (5) do not balance with the fuel pressure applied on the piston (4) surface prior to the orifice (2). The piston (4) will return when the fuel pressure inside the common rail less than 1.0MPa (145psi). 1. 2. 3. 4. 5. 6. 7.

From Fuel Rail Orifice Slit Piston Return Spring Housing To Injector

4JJ1-TC Engine-47

FUEL RAIL PRESSURE (FRP) SENSOR The fuel rail pressure (FRP) sensor is installed to the fuel rail and it detects the fuel pressure in the fuel rail, converts the pressure into a voltage signal, and sends the signal to the engine control module (ECM). The ECM supplies 5-volts to the FRP sensor on the 5-volts reference circuit. The ECM also provides a ground on the low circuit. Higher fuel pressure provides higher FRP sensor voltage while lower pressure provides lower FRP sensor voltage. The ECM calculates actual fuel rail pressure (fuel pressure) form the voltage signal and uses the result in fuel injection control tasks. FRP Sensor Characteristic -Reference5.0 4.5

Output (Volts)

4.0

The characteristic of the FRP sensor is displayed in the graph and table. Calculated fuel rail pressure can be found on the Tech 2 by unit “MPa” or ”psi”. The output voltage also can be found on the Tech 2. To diagnose the fuel system, desired value also can be found.

3.5 3.0

Notice! In data display “Desired Fuel Rail Pressure” will be fixed to the default value when DTC is set relating to the FRP sensor. To diagnose this DTC, observe the “Actual Fuel Rail Pressure” or “Volts” in the data display.

2.5 2.0 1.5 1.0 0.5 0.0 0

20

40

60

80 100 120 140 160 180 200 220

Fuel Rail Pressure (Mpa)

Mpa 5 20 40 60 80 100 120 140 160 180 200 220

psi 725 2900 5800 8700 11600 14500 17400 20310 23210 26110 29010 31910

Volts 1.1 1.4 1.7 2.0 2.3 2.6 2.9 3.2 3.5 3.9 4.2 4.5

4JJ1-TC Engine-48

Fuel Rail Pressure (FRP) Sensor Connector Face


P0193 (2)



Fuel Rail Pressure (FRP) Sensor Circuit High Voltage

Fuel Rail Pressure (FRP) Sensor Circuit Low Voltage


Battery voltage FRP sensor signal is more than voltage is more 9V. than 4.75V. DTC P1622 (Symptom Code 1 & 2) is not set.

FRP sensor signal voltage is less than 0.1V.





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Suspected Cause

Sensor signal circuit is open circuit, high resistance, short to +5V reference circuit, short to battery or ignition voltage. Sensor low reference circuit is open circuit, high resistance. Sensor harness connector is poor connection. Faulty FRP sensor. Faulty ECM. Electrical interference. Magnetic interference. Notice: Interface of FRP sensor is pull-up type.

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is short to ground or short to low reference circuit. Sensor harness connector is poor connection Faulty FRP sensor. Faulty ECM. Electrical interference. Magnetic interference. Notice: Interface of FRP sensor is pull-up type.

4JJ1-TC Engine-49

FUEL INJECTOR Electronic control type injectors controlled by the engine control module (ECM) are used. Compared with conventional injection nozzles, a command piston, solenoid valve, etc. are added.

Fuel Injection Quantity (mm3/st)

Two dimensional barcode displaying various injector characteristics are laser marked on the fuel injector body, and ID codes showing these in numeric form (24 alphanumeric figures) are laser marked on the connector housing. This system uses QR code information to optimize injection quantity control. When an injector is newly installed in a vehicle, it is necessary to input the ID codes in the engine control module (ECM). In order to minimize performance tolerance of injectors, ID codes have been adopted to enhance the injection quantity correction precision of the injectors. Using ID codes has resulted in a substantial increase in the number of the fuel injection quantity correction points, and thus the injection quantity control precision has improved. The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.

P5-2

180MPa 140MPa 90MPa

P5-1

P4-3 P4-2

64MPa

P3-2

P2-2 30MPa

P4-1

1. ID Code (24 Alphanumeric Figures for Service Use) 2. Leak Off Pipe 3. Two Dimensional Barcode (Assembly Production Use) 4. Fuel Intake Port 5. O-Ring

Replacement injector MUST be Notice! programmed. Also, if ECM is replaced, ID codes MUST be programmed.

P3-1 P2-1

P1-1

Injector Control Pulse Width (micro sec.)

Engine Code

P1-1

P2-1

P2-2

P3-1

P3-2

P4-1

P4-2

P4-3

P5-1

P5-2

Checksum Code

First 2 figures mean an engine code. The following 20 figures mean ten fuel injection quantity correction points. The last two figures mean checksum code of 22 figures. Notice! This Engine Code is identification of engine, model, which used only injectors. Engine Code for 4JJ1: 51 Engine Code for 4JK1: 53 DO NOT confuse with the Engine Code assigned in VIN (17 figures chassis number).

4JJ1-TC Engine-50

The each fuel injector’s ID code can also be found on the factory affixed label located on the cylinder head cover. Notice! When programming ID code, recording from this label only perform if the fuel injector(s) is (are) NOT being replaced in the past. 1. Cylinder Number 1 Fuel Injector ID Code 2. Cylinder Number 2 Fuel Injector ID Code 3. Cylinder Number 3 Fuel Injector ID Code 4. Cylinder Number 4 Fuel Injector ID Code 5. Injector ID Code Label 6. Cylinder Head Code

A

B

The charge up circuit in the ECM steps up the voltage (approximately 130volts) for furl injectors and is divided into two banks, common 1 and 2. The common 1 covers fuel injector in cylinders 1 and 4. The common 2 covers fuel injector in cylinders 2 and 3. To realize the engine noise reduction and low emission exhaust gas, pre injection (pilot injection) is applied to this system. The pre injection is applied between engine idle speed and approximately 2700RPM.

0V

The left waveform shows the ECM control signal to the injector. The first pulse (A) is pre injection. After approximately 5.3ms, next pulse (B) is sent for main injection. Measurement Scale: 50V/div 2ms/div Measurement Condition: Idle Speed (700RPM)

4JJ1-TC Engine-51

Operation of Fuel Injector

1. Return Port 2. Solenoid 3. Tow Way Valve (TWV) 4. Outlet Orifice 5. Control Chamber 6. Inlet Orifice 7. Command Piston 8. Nozzle 9. High Pressure Fuel 10. Driving Current 11. Pressure in Control Chamber 12. Injection Rate 13. No Injection State 14. Injection State 15. Injection End State

1) Non-injection state The two way valve (TWV) (3) closes the outlet orifice (4) by means of a spring force, when no current is supplied from the ECM to the solenoid (2). At this time, the fuel pressure applied to the nozzle (8) leading end is equal to the fuel pressure applied to the control chamber (5) through the inlet orifice (6). As for the force competition in this state, the pressure on the command piston (7) upper surface + nozzle spring force defeat the pressure on the nozzle leading end, and consequently the nozzle (8) is pushed downward to close the injection holes. 2) Injection start The TWV (3) is pulled up to open the outlet orifice (4), and thus the fuel leaks toward the return port (4), when the current is supplied from the ECM to the solenoid (2). As a result, the nozzle (8) is pushed up together with the command piston (7) by the fuel pressure applied to the nozzle leading end, and then the nozzle injection holes open to inject the fuel. 3) Injection end The TWV (3) lowers to close the outlet orifice (4), when the ECM shuts off a current supply to the solenoid (2). As a result, the fuel cannot leak from the control chamber (5), and thus the fuel pressure in the control chamber (5) rises abruptly and then the nozzle (8) is pushed down by the command piston (7) to close the nozzle injection holes, resulting in the end of fuel injection.

4JJ1-TC Engine-52

Fuel Injector Connector Face


Cylinder No.1 Injector Solenoid Control Circuit Open


P0202 (6)


P0203 (6)



Battery voltage is more than 9V. Engine is running. Engine speed is lower than 2000RPM. DTC P1261 (Symptom Code 1,3,5 & 7) is not set.

Cylinder No. 1 injector drive or solenoid coil control circuit is open.









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Suspected Cause

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-

-

-

Cylinder #1 fuel injector drive circuit is open circuit or high resistance. Cylinder #1 fuel injector solenoid coil control circuit is open circuit or high resistance. Cylinder #1 fuel injector internal solenoid coil is open circuit. Faulty ECM.






P0611 (0)

Fuel Injector Solenoid Control Module Group 1 Low Voltage




-

Faulty ECM.

Faulty ECM.

Faulty ECM.

Faulty ECM.

Faulty ECM.

Supply voltage to the charge up circuits is less than 9V.

Faulty ECM.

Common 1 and common 2 charge up voltage are less than 90V.

Faulty ECM.

P0612 (0)


P0612 (1)

Fuel Injector Solenoid Control Module Group 2 Interface High Voltage

Ignition voltage Common 2 charge is more than up voltage is less 9V. than 100V. Engine is not running. Charge up voltage monitoring circuit detects that the common 2 charge up voltage is more than 150V.

P0612 (2)

Fuel Injector Solenoid Control Module Group 2 Interface Low Voltage

Charge up voltage monitoring circuit detects that the common 2 charge up voltage is less than 100V.

P0613 (1)

Fuel Injector Solenoid Control Module Low Voltage

P0613 (2)

Fuel Injector Solenoid Control Module High Voltage

P0613 (8)

Fuel Injector Solenoid Control Module Group 1 & 2 Low Voltage

Ignition voltage Supply voltage to is more than 9V. the charge up circuits is more than 20V.

-

Faulty ECM.


Ignition voltage is more than 9V. Engine is not running.

-

Suspected Cause



Faulty ECM.

P0611 (2)



EGR Control

P0611 (1)

-

Sub System Status


Ignition voltage Common 1 charge is more than up voltage is less 9V. than 100V. Engine is not running. Charge up voltage monitoring circuit detects that the common 1 charge up voltage is more than 150V.


Limited

Limited

Limited

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-

-

-

-

-

-

-


Injector Positive Voltage Circuit Group 1 Load Short


Battery voltage is more than 9V. Engine is running.



Common 1 injector drive circuit is shorted to the cylinder No. 1 or No. 4 injector solenoid coil control circuit.

Limited




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Suspected Cause

P1261 (3)

Injector Positive Voltage Circuit Group 1 Control Short

P1261 (5)

Injector Positive Voltage Circuit Group 1 High Voltage

Battery voltage is more than 9V. Engine is running. DTC P0201 (Symptom Code 6) is not set. DTC P0204 (Symptom Code 6) is not set. DTC P0611 (Symptom Code 0, 1 & 2) is not set. DTC P0613 (Symptom Code 1, 2 & 8) is not set. DTC P1261 (Symptom Code 1, 5 & 7) is not set.

Cylinder No. 1 and No. 4 injector solenoid coil control circuit is shorted each other.

Battery voltage is more than 9V. Engine is not running.

Common 1 injector drive circuit, or cylinder No. 1 or No. 4 injector solenoid control circuit is shorted to a voltage circuit.

P1261 (7)

Injector Positive Voltage Circuit Group 1 Low Voltage

Common 1 injector drive circuit, or cylinder No. 1 or No. 4 injector solenoid control circuit is shorted to a ground.

Cylinder #1 fuel injector drive circuit is short to #1 fuel injector solenoid coil control circuit each other. Cylinder #4 fuel injector drive circuit is short to #4 fuel injector solenoid coil control circuit each other. Cylinder #1 fuel injector drive circuit is short to #4 fuel injector solenoid coil control circuit each other. Cylinder #4 fuel injector drive circuit is short to #1 fuel injector solenoid coil control circuit each other. Faulty cylinder #1 fuel injector. Faulty cylinder #4 fuel injector. Faulty ECM. Cylinder No. 1 and No. 4 injector solenoid coil control circuit is shorted each other. Faulty ECM.

Cylinder #1 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #4 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #1 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Cylinder #4 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Faulty ECM. Cylinder #1 fuel injector drive circuit is short to ground. Cylinder #4 fuel injector drive circuit is short to ground. Cylinder #1 fuel injector solenoid coil control circuit is short to ground. Cylinder #4 fuel injector solenoid coil control circuit is short to ground. Faulty cylinder #1 fuel injector. Faulty cylinder #4 fuel injector. Faulty ECM.


Injector Positive Voltage Circuit Group 2 Load Short






Limited




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Suspected Cause

P1262 (3)

Injector Positive Voltage Circuit Group 2 Control Short

P1262 (5)

Injector Positive Voltage Circuit Group 2 High Voltage





P1262 (7)

Injector Positive Voltage Circuit Group 2 Low Voltage


Cylinder #2 fuel injector drive circuit is short to #2 fuel injector solenoid coil control circuit each other. Cylinder #3 fuel injector drive circuit is short to #3 fuel injector solenoid coil control circuit each other. Cylinder #2 fuel injector drive circuit is short to #3 fuel injector solenoid coil control circuit each other. Cylinder #3 fuel injector drive circuit is short to #2 fuel injector solenoid coil control circuit each other. Faulty cylinder #2 fuel injector. Faulty cylinder #3 fuel injector. Faulty ECM. Cylinder #2 and #3 injector solenoid coil control circuit is shorted each other. Faulty ECM.

Cylinder #2 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #3 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #2 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Cylinder #3 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Faulty ECM. Cylinder #2 fuel injector drive circuit is short to ground. Cylinder #3 fuel injector drive circuit is short to ground. Cylinder #2 fuel injector solenoid coil control circuit is short to ground. Cylinder #3 fuel injector solenoid coil control circuit is short to ground. Faulty cylinder #2 fuel injector. Faulty cylinder #3 fuel injector. Faulty ECM.


Injector Circuit Short Across Group 1 & Group 2


Battery voltage is more than 9V. Engine speed is lower than 2000RPM.


Injector drive circuit, or injector solenoid control circuit is shorted across the bank.





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Suspected Cause

Cylinder #1 and #2 fuel injector solenoid coil control circuit are shorted each other. Cylinder #1 and #3 fuel injector solenoid coil control circuit are shorted each other. Cylinder #2 and #4 fuel injector solenoid coil control circuit are shorted each other. Cylinder #3 and #4 fuel injector solenoid coil control circuit are shorted each other. Cylinder #1 fuel injector solenoid coil control circuit and cylinder #2 fuel injector drive circuit is shorted each other. Cylinder #1 fuel injector solenoid coil control circuit and cylinder #3 fuel injector drive circuit is shorted each other. Cylinder #2 fuel injector solenoid coil control circuit and cylinder #4 fuel injector dive circuit is shorted each other. Cylinder #3 fuel injector solenoid coil control circuit and cylinder #1 fuel injector drive circuit is shorted each other. Cylinder #3 fuel injector solenoid coil control circuit and cylinder #4 fuel injector drive circuit is shorted each other. Cylinder #4 fuel injector solenoid coil control circuit and cylinder #2 fuel injector drive circuit is shorted each other. Cylinder #4 fuel injector solenoid coil control circuit and cylinder #3 fuel injector drive circuit is shorted each other. Cylinder #1 and #2 fuel injector drive circuit is shorted each other. Cylinder #1 and #3 fuel injector drive circuit is shorted each other. Cylinder #2 and #4 fuel injector drive circuit is shorted each other. Cylinder #3 and #4 fuel injector drive circuit is shorted each other. Faulty ECM.

4JJ1-TC Engine-57

FEATURE OF THE FUEL LINE 1. 2. 3. 4. 5. 6. 7.

Fuel Rail Leak Off Pipe Fuel Injector Return Pipe Fuel Feed Pipe Fuel Tank Fuel Pump & Sender Assembly 8. Fuel Filler Cap 9. Check Valve 10. Fuel Filter with Water Separator 11. Bypass One-way Valve 12. Fuel Supply Pump

Low-pressure side fuel line components. Fuel Tank Fuel Pump & Sender Assembly Fuel Feed Pipe Fuel Return Pipe Fuel Filter & Water Separator Bypass One-way Valve

consists

following

The fuel filter is located chassis frame side member via bracket. Conventional priming pump is not equipped to this fuel filter since it is very small clearance between the cab floor panel and top of the filter. Accordingly, intank fuel pump is applied to this system to bleed air in the fuel line. 1. 2. 3. 4.

Water Separator Level Switch Harness Connector Bolt Hose Fuel Filter & Water Separator Assembly

Air Bleeding Procedure: 1. Turn ON the ignition for 10 to 15 seconds, with the engine OFF. And then turn OFF the ignition for 7 to 10 seconds. 2. Turn ON the ignition for 10 to 15 seconds, with the engine OFF. And then turn OFF the ignition for 7 to 10 seconds. 3. Once again turn ON the ignition for 10 to 15 seconds, with the engine OFF. And then start the engine. 4. If the engine could not be started, attempt again from step 1.

4JJ1-TC Engine-58

IN-TANK FUEL PUMP & SENDER UNIT The fuel tank is equipped with fuel pump and sender assembly (fuel level sensor). Construction and function of the fuel pump is very similar with conventional gasoline engine fuel pump. 1. 2. 3. 4. 5. 6. 7. 8. 9.

Discharge Port Return Port Emission Port Fuel Pump & Sender Assembly Connector Fuel Tube Retaining Ring O-ring Fuel Tank

The fuel pump discharges fuel more than 100 cc in 10 seconds. The fuel pump relay is commanded ON (energized) for 12 seconds at ignition switch is ON with the engine OFF. Commanded state of the fuel pump relay can be found on the Tech 2. The fuel pump relay solenoid coil has standard resistance approximately 120-150 ohms.

Notice! In order to check fuel pump operation or fuel line, measure the discharged fuel amount by disconnecting the fuel hose that connects to the fuel supply pump. If there is a leak on suction side, the fuel from the disconnected hose will not flow out sufficiently and fuel leakage may occur. Also, if there is a restriction on the suction side, the fuel from the disconnected hose will not flow out sufficiently that is most likely caused by clogged fuel filter or kinked fuel hose or pipe.

4JJ1-TC Engine-59

Fuel Pump Relay Terminal Face

Fuel Pump Connector Face


P1099 (6)

Fuel Pump Relay Control Circuit High Voltage

Fuel Pump Relay Control Circuit Low Voltage




High voltage condition on the fuel pump relay control circuit for longer than 1 second when the fuel pump relay is commanded ON. Low voltage condition on the fuel pump relay control circuit for longer than 1 second when the fuel pump relay is commanded OFF.





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Suspected Cause

Fuel pump relay control circuit is short to battery or ignition voltage circuit. Faulty fuel pump relay. Faulty ECM. Notice: Fuel pump relay is commanded ON for 12 seconds at ignition is ON with the engine OFF.

Fuel pump relay battery feed circuit is open circuit or high resistance. Fuel pump relay control circuit is open circuit, high resistance or short to ground Fuel pump relay is poor installation. Faulty fuel pump relay. Faulty ECM. Notice: Fuel pump relay is commanded ON for 12 seconds at ignition is ON with the engine OFF.

4JJ1-TC Engine-60

BYPASS ONE-WAY VALVE The fuel line is equipped with a unique bypass one-way valve, which is located near the transmission case. This valve is employed following reasons. a. Purpose of bypass valve function: The in-tank fuel pump discharges constant amount regardless of the engine speed or load. However, fuel pressure in the low-pressure side increases too mach more than allowable adjustment pressure of the fuel supply pump which may happen at the time of low engine speed especially idle speed. The bypass function is to escape fuel pressure when it happens.

a: b:

b. Purpose of one-way valve function: In case in-tank fuel pump is not operated, fuel is sucked up only by fuel feed pump in the fuel supply pump from the fuel tank. Since the fuel line which goes via the fuel filter then has resistance, it is taken as the method of sucking from the return line without resistance. However, the fuel from the return line goes via engine and injectors, fuel temperature is increasing, and if the fuel supply pump sucks it, engine control is influenced since fuel temperature sensor is installed to the fuel supply pump. The one-way function is to stop fuel sucking from the return line. 1. 2. 3. 4.

FUEL FILTER & WATER SEPARATOR

From Fuel Tank To Fuel Supply Pump To Fuel Tank From Injector Leak Off

As the inside of the fuel supply pump is lubricated by the fuel which it is pumping and common rail system is needed perfectly clean. The fuel filter and the water separator removes water particles and other foreign material from the fuel before it reaches the fuel supply pump. The water separator has an internal float. When the float reaches the specified level (approximately 125cc), a warning light comes on to inform the driver to drain the water from the water separator. 1. 2. 3. 4. 5. 6. 7. 8.

Body with Tube Upper O-ring Inner O-Ring Fuel Filter Cartridge Switch O-ring Water Level Switch Drain Plug O-ring Water Drain Plug

4JJ1-TC Engine-61

FUEL INJECTION QUANTITY CONTROL This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and mass air flow corrections to the basic injection quantity is calculated by the engine control module (ECM), based on the engine operating conditions and driving conditions. During normal running, optimum fuel injection quantity is controlled according to the engine speed and accelerator pedal pressing amount. More fuel rate indicates if the engine load is increased as the accelerator pedal is stepped on at constant engine speed. At the engine starting (after the ignition switch is turned to the start position to start the engine, up to return of key switch to the ON position), optimum fuel injection quantity is controlled based on the information on the engine speed and engine coolant temperature. At low temperature, the fuel injection quantity increases. When the engine started completely, this increased quantity mode at the starting is cancelled and normal running mode is restored.

Desired Idle Speed (RPM)

Idle Speed Control A control is made so as to achieve stable idling speed at all time regardless of engine secular changes or engine condition variations. The ECM sets target idling speed and controls the fuel injection quantity according to the engine conditions (actual engine speed, coolant temperature, engine load ON/OFF signals of air conditioner) to follow actual engine speed to the desired idling speed so as to ensure stable idling speed.

850 800 750 700

-10/14

0/32

20/68

30/86

Engine Coolant Temp. (°C/°F)

If the battery voltage is less that 11 volts during the engine running with A/C system OFF, the ECM set the desired idle speed to 750RPM. And battery voltage is returned more than 12 volts with the A/C system OFF, the ECM set the desired idle speed to 700RPM. If the A/C system is activated, the ECM sets 50RPM higher than normal idle speed.

4JJ1-TC Engine-62

Idle Vibration Control A control is made so as to reduce the engine vibration caused by torque variations between cylinders due to variations in fuel injection quantity of each cylinder or injector performance. The ECM corrects the injection quantity between cylinders based on the revolution signals from the crankshaft position (CKP) sensor. Normal range of correction quantity between cylinders is within ±5 mm3/st.

A ngle S peed

C rankshaft A ngle C orrection

A ngle S peed

Compensation value on each cylinder can be found on the Tech 2. When the compensation volume is negative, the fuel volume is reducing. When the compensation volume is positive, the fuel volume is increasing.

C rankshaft A ngle

Notice! If there is a cylinder that is excessively high or low, it may indicate faulty fuel injector, faulty injector ID code programming, weak or slightly seized cylinder.

Fuel System DTC Fail-Safe (Back Up) DTC DTC Name On (Symptom Scan Tool Code)

Fuel Rail Pressure (MPa/psi)

P0087 (0)

Fuel Rail Pressure (FRP) Too Low




Actual fuel rail pressure is less than 10 to 15MPa (1450 to 2180psi) while the engine speed is between 200 and 600RPM. OR Actual fuel rail pressure is less than 15MPa (2180psi) for 5 seconds while the engine speed is higher than 600RPM.

Engine stop




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Suspected Cause

Loss fuel or less fuel in the fuel tank. Fuel leaking at high pressure side. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump. Notice: SCV is internal to fuel supply pump assembly.

Longer than 5 sec.

Notice: If the fuel rail pressure is certain pressure low as compared with engine speed, this DTC will set. This DTC most likely indicates loss of fuel pressure by fuel leak from the high-pressure side. Inspect the high-pressure side fuel leakage between the fuel supply pump and fuel injectors FIRST.

15/ 2180 Higher than 600RPM 10/ 1450

200 – 600RPM Time



Fuel Rail Pressure (FRP) Too High

Fuel Rail Pressure (MPa/psi)

P0088 (8)

Fuel Rail Pressure (FRP) Too High




Fuel rail pressure is more than 197MPa (28570psi) for longer than 5 second.

Limited


Limited




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-

Suspected Cause

Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump. Notice: SCV is internal to fuel supply pump assembly.

-

-

-


Notice: If the fuel rail pressure is excessively high for certain length of time, this DTC will set.

200/ 29000

197/ 28570

Actual Fuel Rail Press.

P0088 (0) (longer than 5 sec.)

Time P0088 (8) (longer than 5 sec.)


Fuel Pressure Regulator Performance Fuel Rail Pressure Too High


Fuel Rail Pressure (MPa/ps

Battery voltage is more than 9V. DTC P0193 (Symptom Code 1 & 2) is not set. DTC P0090 (Symptom Code 6, 7 & 8) is not set.



SCV control duty is more than 26% or commanded fuel supply is less than 15000mm3/sec, then actual fuel rail pressure is higher than desired pressure by 20MPa (2900psi) for longer than 20 seconds while the engine speed is between idle to 1200RPM. OR Actual fuel rail pressure is higher than desired pressure by 40MPa (5800psi) for longer than 20 seconds while the engine speed is higher than 1500RPM.

Limited




-

-

-

Suspected Cause

Suction control valve (SCV) is sticking. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump. Notice: SCV is internal to fuel supply pump assembly.

Longer than 20sec.

Higher than 40/5800 (Higher than 1500RPM) Actual Fuel Rail Press. Higher than 20/2900 (Idle – 1200RPM) Desired Fuel Rail Press. Time

Notice: If the fuel rail pressure is certain pressure higher than desired fuel rail pressure for a certain length of time, this DTC will set.

4JJ1-TC Engine-65 Fail-Safe (Back Up) DTC DTC Name On (Symptom Scan Tool Code)


P1093 (0)



Battery voltage is more than 9V. DTC P1095 (Symptom Code 0) is not set.

Desired Fuel Rail Press.



SCV control duty is less than 54% or commanded fuel supply is more than 600mm3/sec, then actual fuel rail pressure is lower than desired pressure by 10MPa (1450psi) for longer than 5 seconds while the engine speed is idle. OR Actual fuel rail pressure is lower than desired pressure by 20MPa (2900psi) for longer than 5 seconds while the engine speed is higher than 1200RPM.

Engine stop

Sub System Status Intake Throttle Control -

EGR Control -

Suspected Cause



Longer than 5 sec.

Lower than 10/1450 (Idle ) Actual Fuel Rail Press. Lower than 20/2900 (Higher than 1200RPM)

Time

Notice: If the fuel rail pressure is a certain pressure lower than desired fuel rail pressure for a certain length of time, this DTC will set. This DTC most likely indicates loss of fuel pressure by fuel leak from the high-pressure side. Inspect the high-pressure side fuel leakage between the fuel supply pump and fuel injectors FIRST. If the fuel tank is empty or near empty, air might be allowed to go into the fuel system. With air in the fuel system, smooth flow of fuel into the supply pump is interrupted and this DTC may set.




Battery voltage is more than 9V. Engine coolant temperature is more than 50°C (122°F). Difference of desired engine idle speed and actual idle speed lower than 50RPM. Vehicle speed 0km/h (0MPH). Accelerator pedal position is 0%. DTC P0115 (Symptom Code 1 & 2) is not set. DTC P0193 (Symptom Code 1 & 2) is not set. DTC P0500 (Symptom Code 0 & 8) is not set. DTC P1095 (Symptom Code 0) is not set. Engine speed is between 650 and 800RPM. Fuel injection quantity is between 10 and 30mm3/st.


SCV commanded fuel is more than 6000mm3/sec for 10 seconds.





-

-

-

Suspected Cause

Loss fuel or less fuel in the fuel tank. Pressure limiter valve opening pressure has fallen. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump. Notice: SCV is internal to fuel supply pump assembly.

Notice: If the SCV commanded fuel is certain amount high for a certain length if time at engine idle speed even the fuel rail pressure is following, this DTC will set. The pressure limiter valve by which opening pressure has fallen may set this DTC most likely cased by having opened many times. If the fuel tank is empty or near empty, air might be allowed to go into the fuel system. With air in the fuel system, smooth flow of fuel into the supply pump is interrupted and this DTC may set.





Battery voltage is more than 9V. Engine speed is higher than 1500RPM. Vehicle speed is more than 3km/h (4.8MPH). Accelerator pedal position is 0%. Fuel injection quantity is 0mm3/st. DTC P1095 (Symptom Code 0) is not set.



Actual fuel rail pressure is sharply dropped more than 12MPa (1740psi) while engine is fuel cut operation.

Engine stop




-

-

-

Suspected Cause


Desired Fuel Rail Press. More than 12/1720 Actual Fuel Rail Press.

Time

Notice: If the fuel rail pressure is certain amount low for a certain length of time while fuel cut, this DTC will set. The pressure limiter valve by which opening pressure has fallen may set this DTC most likely cased by having opened many times. If the fuel tank is empty or near empty, air might be allowed to go into the fuel system. With air in the fuel system, smooth flow of fuel into the supply pump is interrupted and this DTC may set.


Fuel Pressure Limiter Activation



230/ 33400 212/ 30800 190/ 27560

Battery voltage is more than 9V. Engine is running. DTC P0193 (Symptom Code 1 & 2) is not set.



Fuel rail pressure drops quickly form more than 190MPa (27560psi) to less than 80MPa (11600psi), and then difference of actual fuel rail pressure is more than 30MPa (4350psi).

Limited




-

-

-

Suspected Cause

Loss fuel or less fuel in the fuel tank. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump. Notice: SCV is internal to fuel supply pump assembly.

Pressure limiter valve operating area Actual Fuel Rail Press. Desired Fuel Rail Press.

More than 30/4350 80/ 11600

Time

Notice: If the fuel rail pressure went excessively high, then sharply decreased, this DTC will set indicating high fuel pressure, which activated the pressure limiter valve. If this code is set, replace pressure limiter valve. If the fuel tank is empty or near empty, air might be allowed to go into the fuel system. With air in the fuel system, smooth flow of fuel into the supply pump is interrupted and this DTC may set.

4JJ1-TC Engine-69

EGR (EXHAUST GAS RE-CIRCULATION) SYSTEM

1. EGR Cooler 2. Engine Coolant Outlet 3. Engine Coolant Inlet 4. EGR Valve 5. Engine Control Module (ECM) 6. Mass Air Flow (MAF) Sensor 7. Intake Throttle Valve

The exhaust gas re-circulation (EGR) system combination with EGR cooler reduces the temperature of the combustion temperature. This results in reducing nitrogen oxide (NOx) emissions. The EGR control system uses an electronic control system to ensure both driveability and emission. The control current from the engine control module (ECM) operates the DC motor to control the lift amount of the EGR valve. Also, a valve position sensor is provided at the rear of the motor to feedback actual valve lift amount to the ECM for more precision control of the EGR amount. The EGR control starts when the conditions including the engine speed, engine coolant temperature, intake air temperature are satisfied, and the valve opening is calculated according to the engine speed, mass air flow and desired fuel injection quantity. Based on this valve opening, the drive duty if the motor is determined and the motor is driven accordingly. Intake throttle valve is provided to adequate intake manifold depression to ensure EGR gas flow.

4JJ1-TC Engine-70

EGR VALVE The EGR valve is mounted on the intake manifold. It controls EGR gas flow amount. A position sensor is installed on the EGR valve body together with EGR valve control motor. The EGR valve position sensor changes output voltage according to EGR valve position. The control motor is controlled based on duty signal sent from the ECM. The 200Hz duty ratio is the time that the EGR valve is opened to one operating cycle. A duty ratio change of 0% to appropriate percentage is EGR valve lift control. To open the valve, duty ratio is increased. To close the valve, duty ratio becomes small.

5.0ms 0.75ms

Ex. OFF Duty Ratio 15%

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

EGR Gas Inlet EGR Gas Outlet Stopper Spring Holder Return Spring Plate Bush Filter Holder Rod Valve Valve Seat

4JJ1-TC Engine-71

The characteristic of the EGR valve position sensor is displayed in the graph and table. Calculated EGR position can be found on the Tech 2 by unit “%”. The output voltage also can be found on the Tech 2. Desired position and actual position are compared and ECM adjusts EGR valve motor driven by duty cycle signal.

EGR Valve Characteristic -Reference5.0 4.5 4.0

Position Sensor Output (Volts)

3.5

To check EGR valve sticking, Miscellaneous Test on the Tech 2 is suitable. The purpose of this test is for checking whether the actual position of the EGR valve is moved within 0 - 100% as commanded. Restricted valve movement by foreign materials, excessive deposits or faulty valve could be considered if the EGR Position Difference is large.

3.0 2.5 2.0 1.5 1.0 0.5 0.0 0 close

10

20

30

40

50

60

EGR Valve Position (%)

Position (%) 0 10 20 30 40 50 60 70 80 90 100

Volts 0.9 1.1 1.4 1.7 2.0 2.3 2.5 2.8 3.1 3.4 3.7

70

80

90 100 Open

4JJ1-TC Engine-72

INTAKE THROTTLE (IT) VALVE The intake throttle (IT) valve is mounted on the intake manifold. It controls EGR gas flow amount by depressing of intake air flow. A position sensor is installed on the intake throttle valve body together with intake throttle valve control motor. The intake throttle valve position sensor changes output voltage according to intake throttle valve position. The control motor is controlled based on duty signal sent from the ECM. The 1kHz duty ratio is the time that the intake throttle valve is opened to one operating cycle. A duty ratio change of 0% to appropriate percentage is intake throttle valve opening angle control. To close the valve, duty ratio is increased. To open the valve, duty ratio becomes small. When the ignition switch is tuned OFF, intake throttle valve will be fully closed to shutoff the intake air. This is to stop the engine run quickly. 1. Intake Throttle Valve 2. Intake Manifold 1.0ms 0.2ms

Ex. OFF Duty Ratio 20%

4JJ1-TC Engine-73

The characteristic of the intake throttle valve position sensor is displayed in the graph and table. Calculated intake throttle position can be found on the Tech 2 by unit “%”. The output voltage also can be found on the Tech 2. Desired position and actual position are compared and ECM adjusts intake throttle valve motor driven by duty cycle signal.

Intake Throttle Valve Characteristic -Reference5

Position Sensor Output (Volts)

4.5 4 3.5 3

To check intake throttle valve sticking, Miscellaneous Test on the Tech 2 is suitable. The purpose of this test is for checking whether the actual position of the intake throttle valve is moved within 25 - 80% as commanded. Restricted valve movement by foreign materials, excessive deposits or faulty valve could be considered if the Intake Throttle Position Difference is large.

2.5 2 1.5 1 0.5 0 20 Close

30

40

50

60

Intake Throttle Positon (%)

Position (%) 25 30 40 50 60 70 80

Volts 1.3 1.5 1.9 2.2 2.5 2.9 3.3

70

80 Open

4JJ1-TC Engine-74

EGR Valve Connector Face

Intake Throttle Valve Connector Face


Exhaust Gas Recirculation (EGR) Valve Position Sensor Circuit High Voltage

P0486 (2)

Exhaust Gas Recirculation (EGR) Valve Position Sensor Circuit Low Voltage

P0486 (8)

Exhaust Gas Recirculation (EGR) Valve Position Sensor Performance



Battery voltage is between 12 – 16V. DTC P0486 (Symptom Code 1 & 2) is not set. DTC P1622 (Symptom Code 1 & 2) is not set. Desired EGR valve position is stable condition.



EGR valve position sensor signal voltage is more than 4.75V.

-



Inhibited

Inhibited


Suspected Cause

-

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty EGR valve. Faulty ECM. Notice: EGR valve position sensor is internal to EGR valve assembly.

EGR valve position sensor signal voltage is less than 0.1V.

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. Faulty EGR valve. Faulty ECM. Notice: EGR valve position sensor is internal to EGR valve assembly.

EGR valve control duty cycle is more than 61%. Difference of desired EGR valve position and actual EGR valve position is more than 20%. Above conditions are met for 5 seconds.

EGR valve is sticking. EGR valve motor +12V feed circuit is high resistance. EGR valve motor control duty signal circuit is high resistance. Sensor +5V reference circuit is high resistance. Sensor signal circuit is high resistance. Sensor low reference circuit is high resistance. Faulty EGR valve position sensor. Faulty EGR valve motor. Faulty ECM. Notice: EGR valve position sensor is internal to EGR valve assembly. Notice: EGR valve motor is internal to EGR valve assembly.

4JJ1-TC Engine-75 Fail-Safe (Back Up) DTC DTC Name On (Symptom Scan Tool Code)






Inhibited

Inhibited


Suspected Cause

P0487 (0)

Exhaust Gas Recirculation (EGR) Valve Motor Control Circuit

Battery voltage Temperature of is more than 9V. EGR valve drive circuit is greater than 140°C (248°F) for longer than 30 seconds.

P0487 (3)


Temperature of EGR valve drive circuit is greater than 140°C (248°F) for longer than 60 seconds in the total during same ignition cycle.

P0487 (5)


Temperature of EGR valve drive circuit is greater than 140°C (248°F) for longer than 120 seconds in the total that is accumulated exceeding ignition cycle.

P0488 (5)

Exhaust Gas Recirculation (EGR) Valve Motor Circuit High Voltage

Battery voltage EGR valve motor is more than 9V. duty control circuit is shorted to a voltage circuit for 1 second.

P0488 (6)

Exhaust Gas Recirculation (EGR) Valve Motor Circuit Open

EGR valve motor voltage feed circuit, or motor duty control circuit is open for 1 second.

P0488 (7)

Exhaust Gas Recirculation (EGR) Valve Motor Circuit Low Voltage

EGR valve motor voltage feed circuit, or motor duty control circuit is short to a ground for 1 second.

P1485 (1)

Intake Throttle (IT) Valve Position Sensor Circuit High Voltage

P1485 (2)

Intake Throttle (IT) Valve Position Sensor Circuit Low Voltage


IT valve position sensor signal voltage is more than 4.75V.

IT valve sensor signal voltage is less than 0.1V.

limited

-

limited

Inhibited

Inhibited

-

EGR valve is sticking. Faulty ECM.



EGR valve motor control duty signal circuit is short to battery or ignition voltage. EGR valve motor control duty signal circuit and +12V feed circuit shorted each other. Faulty EGR valve Faulty ECM. Notice: EGR valve motor is internal to EGR valve assembly.

EGR valve motor +12V feed circuit is open circuit or high resistance. EGR valve motor control duty signal circuit is open circuit or high resistance. EGR valve motor harness connector is poor connection. Faulty EGR valve Faulty ECM. Notice: EGR valve motor is internal to EGR valve assembly. EGR valve motor +12V feed circuit is short to ground. EGR valve motor control duty signal circuit is short to ground. Faulty EGR valve Faulty ECM. Notice: EGR valve motor is internal to EGR valve assembly. -

Inhibited

Inhibited

-

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty intake throttle valve. Faulty ECM. Notice: Intake throttle valve position sensor is internal to intake throttle valve assembly.

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. Faulty intake throttle valve. Faulty ECM. Notice: Intake throttle valve position sensor is internal to intake throttle valve assembly.


Intake Throttle (IT) Valve Position Sensor Performance


Battery voltage is between 11 – 16V. DTC P1485 (Symptom Code 1 & 2) is not set. DTC P1624 (Symptom Code 1 & 2) is not set. Desired ITP is stable condition.


IT valve control duty cycle is more than 51%. Difference of desired IT valve and actual IT valve is more than 20%. Above conditions are met for 5 seconds.




Inhibited

Inhibited


Suspected Cause

-

Intake throttle valve is sticking. Intake throttle valve motor +12V feed circuit is high resistance. Intake throttle valve motor control duty signal circuit is high resistance. Sensor +5V reference circuit is high resistance. Sensor signal circuit is high resistance. Sensor low reference circuit is high resistance. Faulty intake throttle valve position sensor. Faulty intake throttle valve motor. Faulty ECM. Notice: Intake throttle valve position sensor is internal to intake throttle valve assembly. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.

Limited

Inhibited

Inhibited

-

P1487 (0)

Intake Throttle Battery voltage (IT) Valve is more than 9V. Motor Control Circuit

Temperature of IT valve drive circuit is greater than 140°C (248°F) for longer than 30 seconds.

P1487 (3)

Intake Throttle (IT) Valve Motor Control Circuit

Temperature of IT valve drive circuit is greater than 140°C (248°F) for longer than 60 seconds in the total during same ignition cycle.

P1487 (5)


Temperature of IT valve drive circuit is greater than 140°C (248°F) for longer than 120 seconds in the total that is accumulated exceeding ignition cycle.

P1488 (5)

Intake Throttle Battery voltage (IT) Valve is more than 9V. Motor Circuit High Voltage

IT valve control duty circuit is shorted to voltage circuit for 1 second.

P1488 (6)

Intake Throttle (IT) Valve Motor Circuit Open

IT motor voltage feed circuit, or motor control circuit is open for 1 second.

Intake throttle valve motor +12V feed circuit is open circuit or high resistance. Intake throttle valve motor control duty signal circuit is open circuit or high resistance. Intake throttle valve motor harness connector is poor connection. Faulty intake throttle valve Faulty ECM. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.

P1488 (7)

Intake Throttle (IT) Valve Motor Circuit Low Voltage

IT valve motor voltage feed circuit, or motor control circuit is short to a ground for 1 second.

Intake throttle valve motor +12V feed circuit is short to ground. Intake throttle valve motor control duty signal circuit is short to ground. Faulty intake throttle valve Faulty ECM. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.

Limited

Inhibited

Inhibited

-

Intake throttle valve is sticking. Faulty ECM.



Intake throttle valve motor control duty signal circuit is short to battery or ignition voltage. Intake throttle valve motor control duty signal circuit and +12V feed circuit shorted each other. Faulty intake throttle valve Faulty ECM. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.

4JJ1-TC Engine-77

PREHEATING SYSTEM The preheating system consists the engine control module (ECM), glow relay and glow plugs. The ECM switches glow relay depends on engine coolant temperature to energize the glow plugs. In after glow phase, the glow plugs remain active for a certain period with engine run. Note that this engine does not have glow indicator lamp.

Glow Relay On Time Curve 8

Time (sec. or min.)

7

Commanded state of the glow relay can be found on the Tech 2. In pre glow phase, glow relay is commanded ON (energized) until engine coolant temperature 35°C (95°F). In after glow phase, glow relay is commanded OFF with the engine run when the engine coolant temperature is reached at 60 °C (140°F) and it command ON (energized) below 55°C (131°F).

6 5 4 3 2 1 0

-30 -20 -10

0 10 20 30 40 50 60 70 Coolant Temperature(C)

Relay On Time at Pre Glow Phase (sec.) Relay On Time at After Glow Phase (min.)

The glow plug has standard resistance approximately 0.9 ohms. The glow relay solenoid coil also has standard resistance approximately 94-115 ohms.

4JJ1-TC Engine-78

Glow Relay Terminal Face

Glow Plug Harness Connector


P0380 (6)

Glow Plug Relay Control Circuit High Voltage

Glow Plug Relay Control Circuit Low Voltage

Condition for Running the DTC Battery voltage is more than 9V. Ignition voltage is more than 9V. Ignition switch is ON.


High voltage condition on the glow relay control circuit for longer than 3 seconds when the glow relay is commanded ON. Low voltage condition on the glow relay control circuit for longer than 3 seconds when the glow relay is commanded OFF.





-

-

-

Suspected Cause

Glow relay control circuit is short to battery or ignition voltage circuit. Faulty glow relay. Faulty ECM.

Glow relay battery feed circuit is open circuit or high resistance. Glow relay control circuit is open circuit, high resistance or short to ground Glow relay is poor installation. Faulty glow relay. Faulty ECM.

4JJ1-TC Engine-79

DIAGNOSTIC MALFUNCTION INDICATOR LAMP (MIL) The malfunction indicator lamp (MIL) is located in the instrument panel cluster. The MIL will display the engine symbol when commanded ON: The MIL indicates that an emission related fault has occurred and vehicle service is required. The following is a list of the modes of operation for the MIL: The MIL illuminates for approximately 4.3 seconds when the ignition switch is turned ON, with the engine OFF. This is a bulb test to ensure the MIL is able to illuminate. The MIL turns OFF after the engine is started if a diagnostic fault is not present. The MIL remains illuminated after the engine is started if the ECM detects a fault. A diagnostic trouble code (DTC) is stored any time the ECM illuminates the MIL due to an emission related fault.


P0650 (6)



Malfunction Indicator Lamp (MIL) Control Circuit High Voltage

Malfunction Indicator Lamp (MIL) Control Circuit Low Voltage

Ignition voltage is more than 9V. Ignition switch is ON.



High voltage condition on the MIL control circuit for longer than 2 seconds when the MIL is commanded ON.

-

Low voltage condition on the MIL control circuit for longer than 2 seconds when the MIL is commanded OFF.




-

-

-

Suspected Cause

MIL control circuit is short to battery or ignition voltage circuit. Faulty instrument panel cluster (meter assembly). Faulty ECM. Faulty ICU. MIL battery feed circuit is open circuit or high resistance. MIL control circuit is open circuit, high resistance or short to ground. Poor harness connector connection. Faulty MIL bulb. Faulty ECM. Faulty ICU.

4JJ1-TC Engine-80

DATA LINK CONNECTOR (DLC) Data link connector (DLC) is fixed to the driver’s knee bolster reinforcement panel. The communication between the Tech 2 and ECM is established using Keyword 2000 serial data communication. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Not Used Class 2 Communication Line (ABS Module, SRS Module) Not Used Connected to Ground Connected to Ground Diag Request SW (ECM) Keyword 2000 Commination Line (ECM, TCM, ICU) Not Used Not Used Not Used Diag Request SW (TCM) Diag Request SW (ABS Module) Diag Request SW (SRS Module) Not Used Not Used +12V Feed

Data Link Connector Face

4JJ1-TC Engine-81

FLASH DIAGNOSTIC TROUBLE CODE The diagnostic trouble code(s) (DTCs) stored in the ECM’s memory can be read either through a hand-held diagnostic scanner such as Tech 2 plugged into the DLC or by counting the number of flashes of the Malfunction Indicator Lamp (MIL) when the diagnostic test terminal of the DLC is grounded. The DLC terminal “6” (diagnostic request switch) is pulled “Low” (grounded) by jumped to DLC terminal “4”, which is a ground wire. Once terminals “4” and “6” have been connected, the ignition switch must be moved to the “ON” position, with the engine not running. The MIL will indicate a DTC three times is a DTC is present or history. If more than one DTC has been stored in the ECM’s memory, the DTCs will be output in the set order with each DTC being displayed three times. The DTC display will continue as long as the DLC is shorted.

TECH 2 SCAN TOOL F0: Diagnostic Trouble Code F0: Read DTC Info As Stored By ECU F1: Clear DTC Information F2: Freeze Frame / Failure Records F1: Data Display F2: Snapshot F3: Miscellaneous Test F0: Lamps F0: Malfunction Indicator Lamp F1: Relays F0: Glow Plug Relay F2: Fuel System F0: Rail Pressure Control F1: Injector Balancing F2: Injection Timing F3: Multi Injection Stop F4: Injector Forced Drive F3: Solenoids F0: Variable Swirl Solenoid F4: Intake Throttle Control F5: EGR Control F4: Programming F0: Injector ID Code F0: Injector ID Code F1: ID Code Registration F2: Upload ID Code F3: Download ID Code

Operating Procedure 1. Press Enter at start screen. 2. Select “F0: Diagnostic” then press Enter. 3. Select the appropriate vehicle identification. 4. Select “F0: Powertrain” then press Enter. 5. Select “3.0L 4JJ1-TC” The table in left-hand side shows, which functions are used the available equipment versions. F0: Diagnostic Trouble Code The purpose of the “Diagnostic Trouble Code” mode is to display stored trouble code in the ECM. When “Clear DTC Information” is selected, ”Clear DTC Information”, warning screen appears. This screen informs you that by cleaning DTC's “all stored DTC information in the ECM will be erased”.

Notice! Do not clear DTCs unless directed to do so by the service information provided for each diagnostic procedure. When DTCs are cleared, the Freeze Frame and Failure Record data which may help diagnose an intermittent fault will also be erased from memory. When the Tech 2 is not available, history DTCs can also be cleared after 40 consecutive trip cycles without a fault.

4JJ1-TC Engine-82

Symptom Code This number means identification of the malfunction. Each DTC includes individual symptoms, such as DTC P0100 has two symptom codes (1) and (2). DTC chart (check procedure) is separated depending on this symptom code. 1. DTC 2. Symptom Code

F1: Data Display The purpose of the “Data Display” mode is to continuously monitor data parameters. The current actual values of all important sensors and signals in the system are display through this mode. Refer to the “Tech 2 Data List” in this section. F2: Snapshot “Snapshot” allow you to focus on making the condition occur, rather than trying to view all of the data in anticipation of the fault. The snapshot will collect parameter information around a trigger point that you select. F3: Miscellaneous Test: The purpose of “Miscellaneous Test” mode is to check for correct operation of electronic system actuators. Using miscellaneous test menus can test the state of each actuator and related sensors. Especially when DTC cannot be detected, a faulty circuit can be diagnosed by testing. Even DTC has been detected, the circuit tests using these menus could help discriminate between a mechanical trouble and an electrical trouble.

Malfunction Indicator Lamp The purpose of this test is for checking whether the malfunction indicator lamp (MIL) is operated when it commanded ON. Faulty circuit(s) or opened bulb could be considered when not operating with commanded ON.

Glow Plug Relay The purpose of this test is for checking whether the glow relay is operated when it commanded ON. Faulty circuit(s) or relay could be considered when not energizing with commanded ON.

4JJ1-TC Engine-83

Rail Pressure Control The purpose of this test is for checking whether the fuel rail pressure is changed within 30 - 60MPa (4350 - 7250psi) as commanded.

Injector Balancing The purpose of this test is for checking whether the fuel injector is operated when it commanded ON/OFF. Faulty injector(s) could be considered that does not change the engine speed when commanded OFF.

Injection Timing The purpose of this test is for checking whether the main injection timing is changed within -5 - 10°CA as commanded.

Multi Injection Stop The purpose of this test is for checking whether the fuel injector is operated when it commanded Stop. Faulty injector(s) could be considered that does not change engine noise when commanded Stop.

Notice! Although it is in Multi Injection Stop state at the time of test start, once it pushes Stop, it will be in Jet state after 10 seconds. Then, if Stop is pushed, it will be in Stop state.

Injector Forced Drive The purpose of this test is for checking whether the fuel injector is operated when it commanded ON/OFF. Faulty injector(s) could be considered that does not create clicking noise (solenoid operating noise), interrupted noise or abnormal noise when commanded ON.

Variable Swirl Solenoid The purpose of this test is for checking whether the swirl control solenoid valve or diaphragm valve is operated when it commanded ON. Restricted diaphragm valve movement by shaft sticking, kinked or disconnected vacuum hose or faulty solenoid valve could be considered when not operating with commanded ON.

4JJ1-TC Engine-84

Intake Throttle Control The purpose of this test is for checking whether the actual position of the intake throttle valve is moved within 20 - 80% as commanded. Restricted valve movement by foreign materials, excessive deposits or faulty valve could be considered if the Intake Throttle Position Difference is large.

EGR Control The purpose of this test is for checking whether the actual position of the EGR valve is moved within 0 100% as commanded. Restricted valve movement by foreign materials, excessive deposits or faulty valve could be considered if the EGR Position Difference is large.

F4: Programming The purpose of “Programming” is to program the fuel injector ID code into the ECM if the fuel injector or ECM is to be replaced.

4JJ1-TC Engine-85

TECH 2 DATA & DEFINITIONS The Tech 2 Data List contains all engine related parameters that are available on the Tech 2. Use the Tech 2 Data List only after the following is determined: The Diagnostic Check - Engine Controls is completed. No diagnostic trouble codes (DTCs). On-board diagnostics are functioning properly. Tech 2 values from a properly running engine may be used for comparison with the engine you are diagnosing. The Tech 2 Data List represents values that would be seen on a normal running engine.

Tech 2

Units

At Engine

At Engine

Parameter

Displayed

Idle

2000RPM

Definitions

Operating Conditions: Engine Idling or 2000RPM / Engine Coolant Temperature is between 75-85°C (167-185°F) / Accelerator Pedal is Constant / Park or Neutral / Accessories OFF / Vehicle Located at Sea Level Ignition Switch

On / Off

On

On

This parameter displays the input status of the ignition switch to the ECM J2-72 terminal. The Tech 2 will display On or Off. On indicates the ignition switch is turned ON position.

Ignition Voltage

Volts

12.0-15.0

12.0-15.0

This parameter displays the ignition voltage measured by the ECM at the ignition feed circuit J2-72 terminal. Voltage is applied to the ECM when the ignition switch is ON position.

Battery Voltage

Volts

12.0-15.0

12.0-15.0

This parameter displays the system voltage measured by the ECM at the ECM main relay voltage feed circuit J2-73 terminal.

Starter Switch

On / Off

Off

Off

This parameter displays the input status of the starter switch to the ECM J2-44 terminal. The Tech 2 will display On or Off. On indicates the ignition switch is turned at START position.

Park/ Neutral

On / Off

On

On

Switch

This parameter displays the input status of the P, N position switch (A/T) or neutral switch (M/T) to the ECM J2-3. The Tech 2 will display On or Off. On indicates the P, N position switch (A/T) or neutral switch (M/T) is ON position (actual position).

Intank Pump

On / Off

On

On

Relay Control

This parameter displays the commanded state of the fuel pump relay control circuit. The Tech 2 will display On or Off. On indicates the fuel pump control circuit is being grounded by the ECM J1-66 terminal, allowing voltage to the intank fuel pump. Off indicates the fuel pump relay is not being commanded ON by the ECM. Notice: The fuel pump relay is commanded ON for 12 seconds at ignition switch is ON with the engine OFF.

Glow Relay

On / Off

Off

Off

Control

This parameter displays the commanded state of the glow relay control circuit. The Tech 2 will display On or Off. On indicates the glow relay control circuit is being grounded by the ECM J2-37 terminal, allowing voltage to the glow plugs. Off indicates the glow relay is not being commanded ON by the ECM.

A/C Clutch Switch

On / Off

Off

Off

This parameter displays the state of the air conditioning (A/C) compressor relay control from the ECM J2-55 terminal. The Tech 2 will display On or Off. On indicates the ECM is receiving a request from the HVAC system and enables to ground the A/C compressor relay control circuit, engaging the A/C compressor clutch. Off indicates the ECM is not receiving a request from the HVAC system or system is disabled to ground the A/C compressor clutch relay control circuit.

4JJ1-TC Engine-86 Tech 2

Units

At Engine

At Engine

Parameter

Displayed

Idle

2000RPM

Swirl Control

On / Off

On

On

Solenoid

Definitions

This parameter displays the commanded state of the swirl control solenoid circuit. The Tech 2 will display On or Off. On indicates the swirl control solenoid circuit is being grounded by the ECM J1-67 terminal, allowing voltage to the solenoid valve. Off indicates the swirl control solenoid is not being commanded ON by the ECM.

Desired Idle

RPM

700

700

The idle speed that is requested by the ECM. The ECM will change desired idle speed based on engine coolant temperature (ECT), battery voltage and A/C

Speed

system status as follows. When the ECT is lower than -10°C (14°F), the ECM set the desired idle speed to 800RPM. When the ECT is more than 30°C (86°F), the ECM set the desired idle speed to 700RPM. If the battery voltage is less than 11 volts during the engine running with A/C system OFF, the ECM set the desired idle speed to 750RPM. And battery voltage is returned more than 12 volts with the A/C system OFF, the ECM set the desired idle speed to 700RPM. If the A/C system is activated, the ECM sets 50RPM higher than normal idle speed. Engine Speed

RPM

Nearly 700

Nearly

This parameter displays the speed of the crankshaft signal input to the ECM J1-

RPM

2000 RPM

58 terminal from the crankshaft position (CKP) sensor. The Tech 2 will display the engine speed in revolution per minute (RPM).

Vehicle Speed

km/h / MPH

0

0

This parameter indicates the vehicle speed calculated by the ECM based on input from the vehicle speed sensor (VSS) to the ECM J2-62 terminal. The Tech 2 will display a high value at higher vehicle speeds, and a low value at lower vehicle speeds.

Intake Air

°C / °F

Temperature

15-40°C /

15-40°C /

This parameter displays the temperature of the intake air as calculated by the

59-104°F

59-104°F

ECM using the signal input from the intake air temperature (IAT) sensor. The Tech 2 will display a low temperature when signal voltage is high and a high temperature when the signal voltage is low. Notice: The intake air temperature sensor is internal to the MAF sensor and the MAF sensor is heated. If the ignition switch is being ON, it may indicate higher than normal intake temperature.

Intake Air

Volts

1.4 - 2.6

1.4 - 2.6

This parameter displays the temperature of the intake air based on signal input

Temperature

from the intake air temperature (IAT) sensor to the ECM J1-41 terminal. The

Sensor

Tech 2 will display a low signal voltage when the temperature is high and a high signal voltage when the temperature is low. Notice: the intake air temperature sensor is internal to the MAF sensor and the MAF sensor is heated. If the ignition switch is being ON, it may indicate lower than normal intake temperature.

Coolant

°C / °F

Temperature

75-85°C /

75-85°C /

This parameter displays the temperature of the engine coolant as calculated by

167-185°F

167-185°F

the ECM using the signal input from the engine coolant temperature (ECT) sensor. The Tech 2 will display a low temperature when signal voltage is high and a high temperature when the signal voltage is low.

Coolant

Volts

0.4 - 0.6

0.4 - 0.6

This parameter displays the temperature of the engine coolant based on signal

Temperature

input from the engine coolant temperature (ECT) sensor to the ECM J1-27

Sensor

terminal. The Tech 2 will display a low signal voltage when the temperature is high and a high signal voltage when the temperature is low.


Units

At Engine

At Engine

Parameter

Displayed

Idle

2000RPM

Fuel

°C / °F

20-60°C /

20-60°C /

This parameter displays the temperature of the fuel as calculated by the ECM

68-140°F

68-140°F

using the signal input from the fuel temperature (FT) sensor. The Tech 2 will

Temperature

Definitions

display a low temperature when signal voltage is high and a high temperature when the signal voltage is low. Fuel

Volts

0.7 - 2.3

0.7 - 2.3

This parameter displays the temperature of the fuel based on signal input from

Temperature

the fuel temperature (FT) sensor to the ECM J1-29 terminal. The Tech 2 will

Sensor

display a low signal voltage when the temperature is high and a high signal voltage when the temperature is low.

Barometric

KPa

Pressure

Barometric

Volts

Pressure Sensor

MAF (Mass Air

g/cyl

Flow)

MAF (Mass Air

Volts

Flow) Sensor

Accelerator

%

Nearly

Nearly

100kPa at

100kPa at

sea level

sea level

Nearly 2.3

Nearly 2.3

This parameter displays the voltage signal input to the ECM J1-18 terminal from

Volts at

Volts at

barometric pressure (BARO) sensor. BARO sensor is a range of values

sea level

sea level

indicating a low voltage where in high altitude area.

0.3 - 0.6

0.3 - 0.6

This parameter displays the mass air flow into the engine as calculated by the

(M/T)

(M/T)

0.4 - 0.7

0.4 - 0.7

(A/T)

(A/T)

1.3 - 1.6

2.0 - 2.8

This parameter displays the voltage signal input to the ECM J1-40 terminal form

(M/T)

(M/T)

the mass air flow (MAF) sensor. The Tech 2 will displays a high value at higher

1.4 - 1.7

2.3 - 3.0

(A/T)

(A/T)

0

10 - 15

Pedal Position

This parameter displays the barometric pressure as calculated by the ECM using the signal input from the barometric pressure (BARO) sensor.

ECM using the signal input from the mass air flow (MAF) sensor.

engine speeds, and a low value at low engine speed.

This parameter displays the angle of the accelerator pedal as calculated by the ECM using the signal input from the accelerator pedal position sensors. The APP indicated angle is a range of values indicating a low percentage when the accelerator pedal is not depressed to a high percentage when the accelerator pedal is fully depressed.

APP Sensor 1

Volts

0.1 - 1.2

1.1 - 1.3


(Accelerator

the accelerator pedal position (APP) sensor 1 of the APP sensor assembly.

Pedal Position)

APP sensor 1 is a range of values indicating a low voltage when the accelerator pedal is not depressed to a high voltage when the accelerator pedal is fully depressed.

APP Sensor 2

Volts

3.8 - 4.8

3.6 - 3.8


(Accelerator


Pedal Position)

APP sensor 2 is a range of values indicating a high voltage when the accelerator pedal is not depressed to a low voltage when the accelerator pedal is fully depressed.

APP Sensor 3

Volts

3.8 - 4.8

3.7 - 3.9


(Accelerator


Pedal Position)

APP sensor 3 is a range of values indicating a high voltage when the accelerator pedal is not depressed to a middle voltage when the accelerator pedal is fully depressed.

Desired Intake Throttle

%

10 - 20

15 - 25

(M/T)

(M/T)

15 - 25

50 - 60

(A/T)

(A/T)

This parameter displays intake throttle valve position desired by the ECM based on current driving conditions.


Units

At Engine

At Engine

Parameter

Displayed

Idle

2000RPM

Intake Throttle

%

-3 - 3

-3 - 3

Position

or intake throttle valve problems. Volts

(Intake Throttle Position)

Intake Throttle

This parameter displays difference of actual and desired value (actual intake throttle – desired intake throttle). This can be used determine sensor accuracy

Difference ITP Sensor

Definitions

%

0.6 - 1.2

0.8 - 1.3


(M/T)

(A/T)

the intake throttle position sensor of the intake throttle valve. Intake throttle

0.8 - 1.3

2.1 - 2.6

(A/T)

(A/T)

10 - 30

10 - 30

Duty Cycle

position sensor is a range of values indicating a low voltage when the intake throttle valve is closed to a high voltage when the intake throttle valve is opened. This parameter displays the intake throttle valve control duty signal from the ECM J1-56 terminal. When the small duty signal, the intake throttle valve is controlled to close. When the large duty signal, the intake throttle valve is controlled to open.

Desired EGR

%

Position

EGR Position

%

55 - 65

75 - 85

(M/T)

(M/T)

55 - 65

35 - 45

(A/T)

(A/T)

-3 - 3

-3 - 3

Difference

This parameter displays EGR valve position desired by the ECM based on current driving condition.

This parameter displays difference of actual and desired value (actual EGR position – desired EGR position). This can be used determine sensor accuracy or EGR valve problems.

EGR Position

Volts

Sensor

EGR Motor Duty

%

2.3 - 2.7

2.9 - 3.2


(M/T)

(M/T)

the EGR position sensor of the EGR valve. EGR position sensor is a range of

2.3 - 2.7

1.8 - 2.1

(A/T)

(A/T)

10 - 30

10 - 30

Cycle

values indicating a low voltage when the EGR valve is closed to a high voltage when the EGR valve is opened. This parameter displays the EGR valve control duty signal from the ECM J1-63 terminal. When the small duty signal, the EGR valve is controlled to close. When the large duty signal, the EGR valve is controlled to open.

Desired Fuel Rail

MPa / psi

Pressure

Fuel Rail

75.0 - 90.0 MPa /

3910 -

10880 -

4786psi

13050 psi

This parameter displays fuel rail pressure desired by the ECM based on current driving condition.

-3 - 3MPa /

-3 - 3MPa /

This parameter displays difference of actual and desired value (actual rail

Pressure

-435 -

-435 -

pressure – desired fuel rail pressure). This can be used determine sensor

Difference

435psi

435psi

accuracy or fuel pressure problems.

1.4 - 1.5

2.2 - 2.5

Fuel Rail

MPa / psi

27.0 – 33.0MPa /

Volts

Pressure Sensor

This parameter displays the voltage signal input to the ECM J1-48 and J1-68 terminals from fuel rail pressure (FRP) sensor. FRP sensor is a range of values indicating a low voltage when the fuel rail pressure is low to a high voltage when the fuel rail pressure is high.

SCV Current

mA

1700 - 2000

1600 -

This parameter displays the suction control valve (SCV) control feedback

2000

current input to the ECM J1-50 and J1-70 terminals from the SCV. When the low current is supplied, the SCV is controlled to open (fuel supply to the fuel rail is increased). When the high current is supplied, the SCV is controlled to close (fuel supply to the fuel rail is reduced).

SCV Duty Cycle

%

40 - 45

35 - 45

This parameter displays the suction control valve (SCV) control duty signal from the ECM J1-50 and J1-70 terminals. When the small duty signal, the SCV is controlled to open (fuel supply to the fuel rail is increased). When the large duty signal, the SCV is controlled to close (fuel supply to the fuel rail is reduced).


Units

At Engine

At Engine

Parameter

Displayed

Idle

2000RPM

Desired Injection

mm /st

6 - 12

9 - 13

3

Quantity Main Injection

3

mm /st

3-8

7 - 10

This parameter displays a main injection quantity desired by the ECM based on current driving conditions.

3

mm /st

3-4

2-3

Quantity Cylinder 1

This parameter displays a total injection quantity (main injection quantity + pre injection quantity) desired by the ECM based on current driving conditions.

Quantity Pre Injection

Definitions

This parameter displays a pilot injection quantity desired by the ECM based on current driving conditions.

3

mm /st

Compensation

-5.0 - 5.0

0

(Varies)

This parameter displays the adjustment of fuel volume for cylinder 1 at low engine speed area (from idle to around 1800RPM) as calculated by the ECM. When the compensation volume is negative, the fuel volume is reducing. When the compensation volume is positive, the fuel volume is increasing. If there is a cylinder that is excessively high or low, it may indicate faulty fuel injector, weak or slightly seized cylinder.

Cylinder 2

3

mm /st

Compensation

-5.0 - 5.0

0

(Varies)


Cylinder 3

3

mm /st

Compensation

-5.0 - 5.0

0

(Varies)


Cylinder 4

3

mm /st

Compensation

-5.0 - 5.0

0

(Varies)


Main Injection

micro sec

600 - 800

400 - 550

Base Pulse Width Main Injection

This parameter displays the time the ECM turns ON the fuel injectors. The Tech 2 will display a higher value with a longer pulse width, or a lower value with a shorter pulse width.

°CA

2-5

4-8

Start

This parameter displays the main injection timing calculated by the ECM based on the crankshaft position (CKP) sensor and camshaft position (CMP) sensor inputs using a target injection timing map. This timing is compensated by engine coolant temperature, altitude and intake air temperature, etc.

Pre Injection

°CA

17 - 23

11 - 17

Interval

This parameter displays the injection interval between end of pilot injection and start of main injection calculated by the ECM based on current driving condition.

Rail Pressure

Restart Mode

Feedback

Feedback

This parameter displays the state of the fuel rail pressure feedback to the ECM.

Feedback

/ Shutoff

Mode

Mode

“Wait Mode” indicates the ignition switch is turned ON position. “Feedback

Mode / Wait

Mode” indicates the engine is during crank or run. “Shutoff Mode” indicates the

Mode /

ignition switch is turned OFF position or immobilizer system is activating.

Feedback

“Restart Mode” indicates the ignition switch continues being OFF position from

Mode

“Shutoff Mode”.


Units

At Engine

At Engine

Parameter

Displayed

Idle

2000RPM

Halt Mode /

Fuel Mode

Fuel Mode

Engine Mode

This parameter displays the state of engine. Wait Mode” indicates the ignition

Wait Mode /

switch is turned ON position. “Crank Mode” indicates the engine is during crank.

Crank Mode /

“Fuel Mode” indicates the engine is run. “Halt Mode” indicates the ignition

Fuel Mode Synchronization

Definitions

0/1/2

switch is tuned OFF position. 2

2

Mode

This parameter displays the synchronization state of the crankshaft position (CKP) sensor signal and camshaft position (CMP) sensor signal. The Tech 2 will display “0”, “1” or “2”. “0” indicates the CMP sensor signal is not detected or only CKP sensor signal is detected. “1” indicates CMP sensor signal is detected but CKP sensor signal is not detected. “2” indicates both sensor signals are detected correctly.

Supply Pump

0/2

0/2

0

This parameter displays the characteristic learning state of the fuel supply

Difference

pump. The Tech 2 will display “0” or “2”. “2” indicates the learning conditions

Learned Value

are met during idle speed after warm-up. “0” indicates the learning conditions are not met.

Immobilizer

Received /

Signal

Not Received

Received

Received

This parameter displays the state of the response signal to the ECM J2-62 terminal. The Tech 2 will display Received or Not Received.

“Received”

indicates the response signal from the immobilizer control unit (ICU) is received. Wrong

Received /

Not

Not

This parameter displays the state of the received response signal to the ECM

Immobilizer

Not Received

Received

Received

J2-62 terminal. The Tech 2 will display Received or Not Received. “Received” indicates the received response signal from the immobilizer control unit (ICU) is

Signal Received

not agreed with calculation in the ECM. Immobilizer

Yes / No

Yes

Yes

This parameter displays the state of the immobilizer function programming in

Function

the ECM. The Tech 2 will display Yes or No. “Yes” indicates the security code &

Programmed

secret key is correctly programmed in the ECM. “No” indicates the ECM is not

Security Wait

Active (Time)

This parameter displays the state of the security guard in the ECM. The Tech 2

Time

/ Inactive

programmed or ECM is reset. Inactive

Inactive

will display Active (Time) or Inactive. “Active (Time)” indicates the ECM is under security guard, ignition switch must be being ON certain time to return “Inactive”. If the replacement ECM is applied from other vehicle without reset ECM, “Active (Time)” may be indicated.

4JJ1-TC Engine-91

BREAKER BOX The engine control module (ECM) and other connectors have water proof connector and special terminal. 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 terminal shape is very fin pin type. In order to prevent damage of female terminal and connector itself, the breaker box and adapter is the most suitable special tool. Breaker box connection type A, mainly check for open circuit and short to ground circuit. Breaker box connection type B, mainly check for short to voltage circuit and signal, voltage check between ECM and electrical components. Connection Type A

1. Engine Control Module (ECM) 2. Harness Adapter 3. ECM Harness connector 4. Breaker Box

Connection Type B

4JJ1-TC Engine-92

DIAGNOSTIC SYSTEM CHECK Begin the system diagnosis with Diagnostic System Check Engine Controls. The Diagnostic System Check Engine Controls will provide the following information: The identification of the control modules which command the system. • The ability of the control modules to communicate through the serial data circuit. • The identification of any stored diagnostic trouble codes (DTCs) and the their statuses. The use of the Diagnostic System Check Engine Controls will identify the correct procedure for diagnosing the system and where the procedure is located.

Diagnostic Important: •

•

Important: Engine Control System Check Sheet must be used to verify the customer complaint, you need to know the correct (normal) operating behavior of the system and verify that the customer complaint is a valid failure of the system. Diagnostic System Check Engine Controls Description The Diagnostic System Check Engine Controls is an organized approach to identifying a condition that is created by a malfunction in the electronic engine control system. The Diagnostic System Check must be the starting point for any driveability concern. The Diagnostic System Check directs the service technician to the next logical step in order to diagnose the concern. Understanding and correctly using the diagnostic table reduces diagnostic time, and prevents the replacement of good parts. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. Lack of communication may be because of a partial or a total malfunction of the Keyword 2000 serial data circuit. The specified procedure determines the particular condition. 12. If there are other modules with DTCs set, refer to the DTC list. The DTC list directs you to the appropriate diagnostic procedure. If the control module stores multiple DTCs, diagnose the DTCs in the following order: • Component level DTCs, such as sensor DTCs, solenoid DTCs, actuator DTCs, and relay DTCs. Diagnose the multiple DTCs within this category in numerical order. Begin with the lowest numbered DTC, unless the diagnostic table directs you otherwise.

• • •

• • • •

• • • • •

System

Check

Engine

Controls

DO NOT perform this diagnostic if there is not a driveability concern, unless another procedure directs you to this diagnostic. Before you proceed with diagnosis, search for applicable service bulletins. Unless a diagnostic procedure instructs you, DO NOT clear the DTCs. If there is a condition with the starting system, refer to the starting system section in the engine mechanical. Ensure the battery has a full charge. Ensure the battery cables (+) (-) are clean and tight. Ensure the ECM grounds are clean, tight, and in the correct location. Ensure the ECM J1 & J2 harness connectors are clean and correctly connected. DO NOT attempt the engine cranking with ECM harness connectors disconnect. The pressure limiter valve may open. Ensure the ECM terminals are clean and correctly mating. Ensure the vehicle maintenance has been done enough. Ensure the Fuel Injector ID Code Data is correctly programmed. Ensure the immobilizer function is correctly programmed. (If so equipped) If there are fuel system DTC’s (P0087, P0088, P0089, P1093, P1094 or P1095) and other DTCs, diagnose sensor DTCs, solenoid DTCs, actuator DTCs and relay DTCs FIRST.

4JJ1-TC Engine-93

Step 1

Action Install the Tech 2. Does the Tech 2 turn ON?

2

Value(s)

Yes

No

Go to Step 2

Go to Tech 2 Does Not Power Up

Go to Step 3

Go to Tech 2 Does Not Communicate with Keyword 2000 Device

Go to Step 4

Go to Engine Cranks but Does Not Run

Go to Step 5

Go to Step 13

Go to Applicable DTC

Go to Step 6


Go to Step 7


Go to Step 8


Go to Step 9


Go to Step 10



1. Turn ON the ignition, with the engine OFF. 2. Attempt to establish communication with the listed control modules. •

Engine control module (ECM)

•

Transmission control module (TCM) (A/T only)

•

Immobilizer control unit (ICU) (If so equipped)



Does the Tech 2 communicate with all the listed control modules? 3

Attempt to start the engine. Does the engine start and idle?

4



Select the DTC display function for the following control modules: •

Engine control module (ECM)

•

Transmission control module (TCM) (A/T only)

•

Immobilizer control unit (ICU) (If so equipped)



Does the Tech 2 display any DTCs? 5

6

7

8

9

Does the Tech 2 display ECM DTC P0601 (Symptom Code 1, 2, 3, 4 & 5)? Does the Tech 2 display ECM DTC P0562 (Symptom Code 1 & 2)? Does the Tech 2 display ECM DTC P1562 (Symptom Code 1 & 2)?







Does the Tech 2 display ECM DTC? •

P1620 (Symptom Code 1 & 2)

•


•





P0219 (Symptom Code 0)

•


•


•




4JJ1-TC Engine-94

Step 10

11

12

13

14

15

Action

Value(s)

Yes

No


Go to Step 11


Go to Step 12


Go to Step 13

Go to Diagnostic System Check Transmission Control

Go to Step 14

Go to Diagnostic System Check Immobilizer Control

Go to Step 15

System OK

Go to Intermittent Conditions


P0090 (Symptom Code 6, 7 & 8)

•


•

P0201-P0204 (Symptom Code 6)

•

P1261 (Symptom Code 1, 3, 5 & 7)

•

P1262 (Symptom Code 1, 3, 5 & 7)

•






•


•


•


•


•


•




Are there any other code in any controller that has not been diagnosed? Is the customer’s concern with the automatic transmission?

Is the customer’s concern with the immobilizer system?







1. Review the following symptoms. 2. Refer to the applicable symptom diagnostic table: •

Hard Start

•

Rough, Unstable, or Incorrect Idle and Stalling

•

High Idle

•

Cuts Out, Misses

•

Surge/Chuggles

•

Lack of Power, Sponginess

•

Hesitation, Sag, Stumble

•

Fuel Knock/Combustion Noise

•

Poor Fuel Economy

•

Excessive Smoke (Black Smoke)

•

Excessive Smoke (White Smoke)

 Sluggishness,

Did you find and correct the condition?

or

4JJ1-TC Engine-95

ENGINE CRANKS BUT DOES NOT RUN Description

Diagnostic Aids

The Engine Cranks but Does Not Run diagnostic table is an organized approach to identifying a condition that causes an engine to not start. The diagnostic table directs the service technician to the appropriate system diagnosis. The diagnostic table assumes the following conditions are met:

If an intermittent condition is suspected, refer to Intermittent Conditions in this section.

•

The battery is completely charged and terminals are cleaned and tight. The engine cranking speed is normal. There is adequate fuel in the fuel tank. There is no air in the fuel line. Filters (Air, Fuel) are clean. Fuse and slow blow fuse are normal. Ensure the immobilizer functions is correctly porgorammed.

• • • • •

Step

Action

Value(s)

1

Did you perform the Diagnostic System Check Engine Controls?



2

Yes

No

Go to Step 2

Go to Diagnostic System Check Engine Controls

Go to Diagnostic Trouble Code (DTC) List

Go to Step 3

Go to Step 4

Go to Step 11

Go to Step 6

Go to Step 5

Go to Step 15

Go to Diagnostic System Check Fuel System Check

1. Install the Tech 2. 2. Turn OFF the ignition for 30 seconds. 3. Crank the engine for the specified amount of time.

15 seconds

4. Monitor the Diagnostic Trouble Code (DTC) Information with the Tech 2. Does the any DTCs fail this ignition? 3

1. Turn ON the ignition, with the engine OFF. 2. Observe the Suction Control Valve (SCV) Current parameter with the Tech 2.

1300 mA

Is the SCV Current parameter more than the specified value? 4

1. Make sure the fuel tank(s) have adequate fuel and the fuel quality is good (take a sample). 2. Observe the Fuel Rail Pressure Difference parameter with the Tech 2 while cranking over the engine for 5 seconds.

-10 - 0 MPa / -1450 - 0 psi

Notice: If the vehicle has run out of fuel, air may be trapped in the fuel system. Is the Fuel Rail Pressure Difference parameter the within the specified value during crank? 5

1. Disconnect the suction control valve (SCV) harness connector. 2. Crank over the engine. Does the engine start?



4JJ1-TC Engine-96

Step

Action

Value(s)

6

Observe the Synchronization Mode parameter with the Tech 2 while cranking over the engine for 5 seconds.



Does the Synchronization Mode parameter indicate “2” during crank? 7

Yes

No

Go to Step 7

Go to Step 12

Go to Step 14

Go to Step 8

Go to Step 17

Go to Step 9

Go to Step 17

Go to Step 10

1. Remove the engine cover. 2. Perform the Injector Forced Drive test with the Tech 2. 3. Command each injector ON and verify clicking noise (solenoid operating noise) for each injector.



Is there an injector that does not create clicking noise (solenoid operating noise), interrupted noise or abnormal noise when commanded ON? 8

1. Turn OFF the ignition. 2. Remove the intake duct that is connected to intake throttle (IT) valve assembly. 3. Inspect the following for possible causes of IT valve sticking. •

Restricted IT valve by foreign materials

•

Excessive deposits at throttle bore

•

Bent IT valve



Notice: Replace the IT valve if there is a sticking feel when a butterfly valve is moved by hand. 4. Repair or replace as necessary. Did you find and correction the condition? 9

1. Check for normal readings at key up for the following sensor inputs: Refer to the Tech 2 Data List or a known good vehicle to determine normal values. •

Coolant temperature sensor

•

Intake air temperature (IAT) sensor

•

Fuel temperature (FT) sensor

•

Mass air flow (MAF) sensor

•

Fuel rail pressure (FRP) sensor

•

Intake throttle position (ITP) sensor

•

EGR position sensor



2. Repair the circuit or replace the sensor as necessary. Did you find and correct the condition?

4JJ1-TC Engine-97

Step

Action

10

1. Other possible causes for the no-start condition: •

Fuel supply pump mechanical timing

•

Heavily restricted intake, exhaust or catalytic converter plugged solid

•

Poor engine compression

Value(s)

Yes

No

Go to Step 17

Go to Step 13

Go to Step 17



Go to Step 17



Go to Step 17

Go to Step 16

Go to Step 17



Go to Step 17





2. Repair as necessary. Did you find and correct the condition? 11

Repair the SCV control low circuit between the ECM (pins J1-50 and J1-70 of E-90 connector) and the SCV (pin 2 of E50 connector) for a short to ground.



Did you complete the repair? 12

Inspect engine mechanical timing. Refer to the Engine Mechanical Section.



Did you complete the repair? 13

Attempt reprogramming the ECM. Refer to Engine Control Module (ECM) Replacement /Restore Fuel Injector ID Code Date & Immobilizer Programming (If so equipped) in this section.



Did you find and correct the condition? 14

Important: Replacement injector must be programmed. Replace the appropriate injector that does not create clicking noise (solenoid operating noise), interrupted noise or abnormal noise when commanded ON. Refer to Fuel Injector Replacement /Restore Fuel Injector ID Code Data Programming in this section.



Did you complete the replacement? 15

Important: Replacement fuel supply pump must be timed to the engine. Replace the fuel supply pump. Refer to Fuel Supply Pump Replacement in this section. Notice: The damaged fuel supply pump by the foreign material in the fuel is suspected. The fuel filter cartridge is also replaced when replacing the fuel supply pump. Refer to the Fuel Filter Cartridge Replacement in fuel system section. Did you complete the replacement?



4JJ1-TC Engine-98

Step

Action

Value(s)

16

Important: Replacement ECM must be programmed. Replace the ECM. Refer to Engine Control Module (ECM) Replacement /Restore Fuel Injector ID Code Date & Immobilizer Programming (If so equipped) in this section. 1. Reconnect all previously harness connector(s).

No

Go to Step 17



Go to Step 18

Go to Step 2

Go to Diagnostic Trouble Code (DTC) List

System OK



Did you complete the replacement? 17

Yes

disconnected

2. Clear the DTCs with the Tech 2. 3. Turn OFF the ignition for 30 seconds.



4. Attempt to the start the engine. Does the engine start and continue to run? 18

Observe the DTC Information with the Tech 2. Are there any DTCs that you have not diagnosed?



4JJ1-TC Engine-99

DIAGNOSTIC TROUBLE CODE (DTC) LIST Fail-Safe (Back-up) DTC (Symptom Code) P0087 (0)

Flash Code

61

P0088 (0)

62

P0088 (8)

62

P0089 (0)

62

P0090 (6)

P0090 (7)

P0090 (8)

64

64

64

MIL Status

DTC Name on Tech 2


ON Fuel Rail Pressure (FRP) (Keep ON Too Low during same ignition cycle)

ON Fuel Rail Pressure (FRP) (Keep ON Too High during same ignition cycle)

ON Fuel Rail Pressure (FRP) (Keep ON Too High during same ignition cycle)

ON (Keep ON during same ignition cycle)

Fuel Pressure Regulator Performance Fuel Rail Pressure Too High

ON Fuel Pressure Regulator (Keep ON Solenoid Control Circuit during same Low or High Voltage ignition cycle)

ON Fuel Pressure Regulator (Keep ON Solenoid Control Circuit during same Over Current ignition cycle)

ON Fuel Pressure Regulator (Keep ON Solenoid Control Circuit during same Invalid ignition cycle)


Battery voltage is more than 9V. DTC P0193 (Symptom Code 1 & 2) is not set. DTC P1095 (Symptom Code 0) is not set.



Battery voltage is more than 9V. DTC P0193 (Symptom Code 1 & 2) is not set. DTC P0090 (Symptom Code 6, 7 & 8) is not set.

Battery voltage is more than 9V.




Actual fuel rail pressure is less than 10 to 15MPa (1450 to 2180psi) while the engine speed is between 200 and 600RPM. OR Actual fuel rail pressure is less than 15MPa (2180psi) for 5 seconds while the engine speed is higher than 600RPM.

Engine stop

-


Limited

-


Limited


-

-

-

-

3-E48: FRP sensor +5V reference 2-E48: FRP sensor signal 1-E48: FRP sensor low reference 1-E50: SCV high 2-E50: SCV low


J1-47: FRP sensor +5V reference J1-48: FRP sensor signal J1-68: FRP sensor signal J1-69: FRP sensor low reference J1-34: SCV high J1-54: SCV high J1-50: SCV low J1-70: SCV low





Suction control valve (SCV) is sticking. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump. Notice: SCV is internal to fuel supply pump assembly.



SCV control high circuit is short to ground, short to battery or ignition voltage. (P0090 (Symptom Code 8) may also set.) Faulty ECM.

J1-34: SCV high J1-54: SCV high

1-E50: SCV high

SCV control low circuit is short to battery or ignition voltage. (P0090 (Symptom Code 8) may also set.) Faulty ECM.

J1-50: SCV low J1-70: SCV low

2-E50: SCV low

J1-34: SCV high J1-54: SCV high J1-50: SCV low J1-70: SCV low

1-E50: SCV high 2-E50: SCV low

Limited

SCV control high circuit is a shorted to ground, shorted to battery or ignition voltage for 1 second.

Limited

SCV control low circuit is shorted to battery or ignition voltage.

Limited

-

-

-

-

-

-

-

-

-


SCV operating current is less than 100mA, more than 2450mA or difference of desired current and actual current is more than 1000mA for 1.6 seconds.

Limited

-

-

-

Sensor/ Actuator/ Switch Side Connector Related Terminal


-

ECM Side Connector Related Terminal


SCV control duty is more than 26% or commanded fuel supply is less than 15000mm3/sec, then actual fuel rail pressure is higher than desired pressure by 20MPa (2900psi) for longer than 20 seconds while the engine speed is between idle to 1200RPM. OR Actual fuel rail pressure is higher than desired pressure by 40MPa (5800psi) for longer than 20 seconds while the engine speed is higher than 1500RPM.

Intake Throttle Control -

Suspected Cause

SCV control high circuit is open circuit or high resistance. SCV control high circuit is short to ground, short to battery or ignition voltage. (P0090 (Symptom Code 6) may also set.) SCV control low circuit is open circuit, high resistance or short to ground. SCV control low circuit is short to battery or ignition voltage. (P0090 (Symptom Code 7) may also set.) SCV internal coil is open circuit Faulty ECM. Notice: SCV is internal to fuel supply pump assembly.

4JJ1-TC Engine-100 Fail-Safe (Back-up) DTC (Symptom Code) P0100 (1)

Flash Code

MIL Status

65

ON

DTC Name on Tech 2

Mass Air Flow (MAF) Sensor Circuit High Voltage




MAF sensor signal voltage is more than 4.9V for 3 seconds.



Intake Throttle Control Inhibited

Suspected Cause Other Control Status

ECM uses a MAF substitution of 141g/s for engine control.

P0100 (2)

65

ON

Mass Air Flow (MAF) Sensor Circuit Low Voltage


MAF sensor signal voltage is less than 0.1V for 3 seconds.

Limited

Inhibited

Inhibited

ECM uses a MAF substitution of 141g/s for engine control.

P0110 (1)

23

P0110 (2)

23

P0115 (1)

14

ON

ON

ON

P0180 (1)

15

ON

ON

15

ON

63

P0193 (2)

63

P0201 (6)

81

ON

ON

3-E47: Signal 2-E47: Low reference

Sensor +12V feed circuit is open circuit or high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. (P0110 (Symptom Code 1) may also set.) Faulty MAF sensor Faulty ECM.

J1-40: Signal J1-43: Low reference

1-E47: +12V feed 3-E47: Signal 2-E47: Low reference

-

Inhibited

Inhibited

ECM uses an IAT substitution of 10°C (50°F) for engine control.

Sensor signal circuit is open circuit, high resistance, short to +5V reference circuit or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. (P0100 (Symptom Code 2) may also set.) Faulty IAT sensor. Faulty ECM. Notice: IAT sensor is internal to mass air flow (MAF) sensor assembly.



Intake Air Temperature (IAT) Sensor Circuit Low Voltage


IAT sensor signal voltage is less than 0.1V for 3 seconds.

-

Inhibited

Inhibited

ECM uses an IAT substitution of 10°C (50°F) for engine control.

Sensor signal circuit is short to ground or short to low reference circuit. Faulty IAT sensor. Faulty ECM. Notice: IAT sensor is internal to mass air flow (MAF) sensor assembly.



Engine Coolant Temperature (ECT) Sensor Circuit High Voltage

ECM uses an ECT substitution of 10°C (50°F) for engine starting. ECM uses an ECT substitution of 110°C (230°F) for engine running.

Battery voltage is more than 9V. Engine run time is longer than 3 minutes.

ECT sensor signal voltage is more than 4.75V for 3 seconds.

Limited

Inhibited

Inhibited

Engine Coolant Temperature (ECT) Sensor Circuit Low Voltage

Fuel Temperature Sensor Circuit High Voltage


ECT sensor signal voltage is less than 0.1V for 3 seconds.

Limited

Inhibited

Inhibited


FT sensor signal voltage is more than 4.75V for 3 seconds.

Limited

-

-

Fuel Temperature Sensor Circuit Low Voltage


FT sensor signal voltage is less than 0.1V for 3 seconds.

Limited

-

-

P0193 (1)


IAT sensor signal voltage is more than 4.75V for 3 seconds.

P0180 (2)

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Faulty MAF sensor. Faulty ECM.

14



Intake Air Temperature (IAT) Sensor Circuit High Voltage

P0115 (2)


Fuel Rail Pressure (FRP) Sensor Circuit High Voltage

Fuel Rail Pressure (FRP) Sensor Circuit Low Voltage

ON Cylinder No.1 Injector (Keep ON Solenoid Control Circuit during same Open ignition cycle)

Sensor signal circuit is open circuit, high resistance, short to +5V reference circuit or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty ECT sensor. Faulty ECM.

J-27: Signal 1-E41: Signal J-26: Low reference 2-E41: Low reference

Sensor signal circuit is short to ground or short to low reference circuit. Faulty ECT sensor. Faulty ECM.

J-27: Signal 1-E41: Signal J-26: Low reference 2-E41: Low reference

ECM uses an ECT substitution of 10°C (50°F) for engine starting. ECM uses an ECT substitution of 110°C (230°F) for engine running.

ECM uses a FT substitution of 10°C (50°F) for engine starting. ECM uses a FT substitution of 95°C (203°F) for engine running.

Sensor signal circuit is open circuit, high resistance, short to +5V reference circuit or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty FT sensor. Faulty ECM. Notice: FT sensor is internal to fuel supply pump.



ECM uses a FT substitution of 10°C (50°F) for engine starting. ECM uses a FT substitution of 95°C (203°F) for engine running.

Sensor signal circuit is short to ground or short to low reference circuit. Faulty FT sensor. Faulty ECM. Notice: FT sensor is internal to fuel supply pump.




FRP sensor signal voltage is more than 4.75V.

Limited

-

-

-

Sensor signal circuit is open circuit, high resistance, short to +5V reference circuit, short to battery or ignition voltage. Sensor low reference circuit is open circuit, high resistance. Sensor harness connector is poor connection. Faulty FRP sensor. Faulty ECM. Electrical interference. Magnetic interference. Notice: Interface of FRP sensor is pull-up type.

J1-47: +5V reference J1-48: Signal J1-68: Signal J1-69: Low reference

3-E48: +5V reference 2-E48: Signal 1-E48: Low reference


FRP sensor signal voltage is less than 0.1V.

Limited

-

-

-

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is short to ground or short to low reference circuit. Sensor harness connector is poor connection Faulty FRP sensor. Faulty ECM. Electrical interference. Magnetic interference. Notice: Interface of FRP sensor is pull-up type.

J1-47: +5V reference J1-48: Signal J1-68: Signal J1-69: Low reference




-

-

-

-

J1-52: Drive Cylinder #1 fuel injector drive circuit is open circuit or high resistance. Cylinder #1 fuel injector solenoid coil control circuit is open circuit or high J1-33: Control resistance. Cylinder #1 fuel injector internal solenoid coil is open circuit. Faulty ECM.

2-E13: Drive 1-E13: Control


P0203 (6)

P0204 (6)

P0219 (0)

Flash Code

82

83

84

13

MIL Status

DTC Name on Tech 2




ON


Engine Overspeed





-



Sub System Status EGR Control -


Suspected Cause Other Control Status -


-

-

-

-


-

-

-

-

Engine speed is higher than 5400RPM for 1 second.

-

-

-

-

P0335 (4)

43

P0335 (8)

43

P0340 (4)

41

ON Crankshaft Position (Keep ON (CKP) Sensor No Pulse during same ignition cycle)

ON Crankshaft Position (Keep ON (CKP) Sensor Extra or during same Missing ignition cycle)

ON Camshaft Position (CMP) (Keep ON Sensor No Pulse during same ignition cycle)


No CKP sensor pulse for 1 second

Limited

-

-

-

Battery voltage is more than 9V. DTC P1345 (Symptom Code 0) is not set. Crankshaft position (CKP) sensor signals are generated.

Extra or missing CKP sensor pulse 6 times or more for 3 seconds

Limited

No CMP sensor pulse for 1 second.

-

-

-

-




Cylinder #4 fuel injector drive circuit is open circuit or high resistance. J1-72: Drive Cylinder #4 fuel injector solenoid coil control circuit is open circuit or high J1-53: Control resistance. Cylinder #4 fuel injector internal solenoid coil is open circuit. Faulty ECM.


Engine overrun. Faulty crankshaft position (CKP) sensor. Faulty ECM. Electrical interference. Magnetic interference.

-

-

-

-


J1-37: +5V reference 3-E52: +5V J1-58: Signal reference J1-39: Low 2- E52: reference Signal J1-38: Shield circuit 2-E-52: Low reference





-






P0380 (5)

P0380 (6)

Flash Code

41

66

66

P0486 (1)

44

P0486 (2)

44

P0486 (8)

44

MIL Status

DTC Name on Tech 2


ON at Next Camshaft Position (CMP) Ignition Cycle Sensor Pulse Faulty or (Keep ON Invalid during same ignition cycle)

ON Glow Plug Relay Control (Keep ON Circuit High Voltage during same ignition cycle)

ON Glow Plug Relay Control (Keep ON Circuit Low Voltage during same ignition cycle)

ON

ON

ON (Keep ON during same ignition cycle)

Exhaust Gas Recirculation (EGR) Valve Position Sensor Circuit High Voltage

Exhaust Gas Recirculation (EGR) Valve Position Sensor Circuit Low Voltage

Exhaust Gas Recirculation (EGR) Valve Position Sensor Performance

P0487 (0)

38

P0487 (3)

38

P0487 (5)

38

ON

ON

ON





Battery voltage is more than 9V. DTC P1345 (Symptom Code 0) is not set. Crankshaft position (CKP) sensor signals are generated.

Battery voltage is more than 9V. Ignition voltage is more than 9V. Ignition switch is ON.

Battery voltage is more than 9V. Ignition voltage is more than 9V. Ignition switch is ON.






J1-46: +5V reference J1-45: Signal J1-44: Low reference J1-64: Shield

3-E39: +5V reference 1-E39: Signal circuit 2-E-39: Low reference

Glow relay control circuit is short to battery or ignition voltage circuit. Faulty glow relay. Faulty ECM. Notice: Glow relay is commanded OFF with engine run when the engine coolant temperature is reached at 60°C (140°F) and it commanded ON below 55°C (131°F).

J2-37: Relay control 3-X5: Control

Glow relay battery feed circuit is open circuit or high resistance. Glow relay control circuit is open circuit, high resistance or short to ground Glow relay is poor installation. Faulty glow relay. Faulty ECM. Notice: Glow relay is commanded OFF with engine run when the engine coolant temperature is reached at 60deg. C (140deg.F) and it commanded ON below 55deg.C (131deg.F).

J2-37: Relay control 2-X5: Battery feed 3-X5: Control



Extra or missing CMP sensor pulse for 1.5 seconds

-

High voltage condition on the glow relay control circuit for longer than 3 seconds when the glow relay is commanded ON.

-

Low voltage condition on the glow relay control circuit for longer than 3 seconds when the glow relay is commanded OFF.

-

EGR valve position sensor signal voltage is more than 4.75V.

-

Inhibited

Inhibited

-

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty EGR valve. Faulty ECM. Notice: EGR valve position sensor is internal to EGR valve assembly.

J1-31: +5V reference J1-32: Signal J1-30: Low reference



EGR valve position sensor signal voltage is less than 0.1V.

-

Inhibited

Inhibited

-

Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. Faulty EGR valve. Faulty ECM. Notice: EGR valve position sensor is internal to EGR valve assembly.



Battery voltage is between 12 – 16V. DTC P0486 (Symptom Code 1 & 2) is not set. DTC P1622 (Symptom Code 1 & 2) is not set. Desired EGR valve position is stable condition.

EGR valve control duty cycle is more than 61%. Difference of desired EGR valve position and actual EGR valve position is more than 20%. Above conditions are met for 5 seconds.

-

EGR valve is sticking. EGR valve motor +12V feed circuit is high resistance. EGR valve motor control duty signal circuit is high resistance. Sensor +5V reference circuit is high resistance. Sensor signal circuit is high resistance. Sensor low reference circuit is high resistance. Faulty EGR valve position sensor. Faulty EGR valve motor. Faulty ECM. Notice: EGR valve position sensor is internal to EGR valve assembly. Notice: EGR valve motor is internal to EGR valve assembly.

J1-62: +12V feed J1-63: Duty signal J1-31: +5V reference J1-32: Signal J1-30: Low reference

4-E71: +12V feed 6-E71: Duty signal 1-E71: +5V reference 3-E71: Signal 2-E71: Low reference


Temperature of EGR valve drive circuit is greater than 140°C (248°F) for longer than 30 seconds.

limited

Temperature of EGR valve drive circuit is greater than 140°C (248°F) for longer than 60 seconds in the total during same ignition cycle.

limited

Temperature of EGR valve drive circuit is greater than 140°C (248°F) for longer than 120 seconds in the total that is accumulated exceeding ignition cycle.

limited



-


Suspected Cause

-

-

-

-

-

-

-

Inhibited

Inhibited

-

Inhibited

Inhibited

-

Inhibited

Inhibited

-

Inhibited

Inhibited

-


-

-


-

-


-

-

4JJ1-TC Engine-103 Fail-Safe (Back-up) DTC (Symptom Code)

Flash Code

MIL Status

DTC Name on Tech 2




Sub System Status

P0488 (5)

37

ON Exhaust Gas (Keep ON Recirculation (EGR) Valve during same Motor Circuit High Voltage ignition cycle)


EGR valve motor duty control circuit is shorted to a voltage circuit for 1 second.

limited

Inhibited


P0488 (6)

37

ON Exhaust Gas (Keep ON Recirculation (EGR) Valve during same Motor Circuit Open ignition cycle)


EGR valve motor voltage feed circuit, or motor duty control circuit is open for 1 second.

limited

Inhibited

Inhibited

P0488 (7)

37

ON Exhaust Gas (Keep ON Recirculation (EGR) Valve during same Motor Circuit Low Voltage ignition cycle)

EGR valve motor voltage feed circuit, or motor duty control circuit is short to a ground for 1 second.

limited

P0500 (0)

24

ON

Vehicle Speed Sensor (VS) Sensor Circuit No Pulse


Battery voltage is more than 9V. Engine speed is higher than 1000RPM. Fuel injection quantity is 0mm3/st .

VS sensor signals are not generated for 5 seconds.

EGR Control


-

Inhibited

-

4-E71: +12V feed 6-E71: Duty signal

EGR valve motor +12V feed circuit is open circuit or high resistance. EGR valve motor control duty signal circuit is open circuit or high resistance. EGR valve motor harness connector is poor connection. Faulty EGR valve Faulty ECM. Notice: EGR valve motor is internal to EGR valve assembly.

J1-62: +12V feed J1-63: Duty signal


EGR valve motor +12V feed circuit is short to ground. EGR valve motor control duty signal circuit is short to ground. Faulty EGR valve Faulty ECM. Notice: EGR valve motor is internal to EGR valve assembly.



-

-

-

-

P0500 (8)

24

ON

Vehicle Speed Sensor (VS) Sensor Performance


Change of VS sensor signal is sharp.

-

-

-

-

P0562 (1)

35

ON

Battery Voltage High

Ignition voltage is more than 9V.

Battery voltage feed circuit voltage is more than 16V for 5 seconds.

-

-

-

-

P0562 (2)

35

ON

Battery Voltage Low

-

Battery voltage feed circuit voltage is less than 8V for 20 seconds.

-

-

-

-

P0601 (1)

96

P0601 (2)

97

P0601 (3) P0601 (4)

95

P0601 (5)

99

P0611 (0)

47

P0611 (1)

47

P0611 (2)

47

P0612 (0)

48

ON

ON

ON

ECM Program Code Checksum

-

ECM Calibration Checksum

-

ECM Memory Failure

-

Total sum of ROM data is not equal to registered value.

-

Total sum of ROM data is not equal to registered calibration value.

-

Faulty learning data in the EEPROM.

-

-

-

-

-

-

-

-

ON

ON

ON

ON

ON

ON

ECM Memory Failure

-

ECM Memory Failure

-

Fuel Injector Solenoid Control Module Group 1 Low Voltage Fuel Injector Solenoid Control Module Group 1 Interface High Voltage



Faulty VIN data or faulty immobilizer data in the EEPROM.

-

Faulty injector ID code data in the EEROM.

-

-

-

-

-

-

1-E44: +12V feed 3-E44 Signal 2-E44: Low reference 6-B-68: Signal input 8-B-68: Signal output

Incorrect “Jump Starting”. Faulty charging system. Faulty ECM. Faulty charging system. Weakened battery. Battery voltage feed circuit is high resistance. Faulty ECM.

-

J2-73: +12V feed

-

-


-

-


-

-

-

-


-

-

-

Sensor +12V circuit is open circuit or high resistance. J2-62: Signal Sensor signal circuit is open circuit, short to ground or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty instrument panel cluster (meter assembly). Electrical interference. Magnetic interference. Faulty VS sensor. Faulty ECM. Faulty ICU.

-

98

1-E44: +12V feed 3-E44 Signal 2-E44: Low reference 6-B-68: Signal input 8-B-68: Signal output

-

-

Sensor +12V circuit is open circuit or high resistance. J2-62: Signal Sensor signal circuit is open circuit, short to ground or short to battery or ignition voltage. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Electrical interference. Magnetic interference. Faulty VS sensor. Faulty ECM. Faulty ICU. Faulty meter


-


EGR valve motor control duty signal circuit is short to battery or ignition J1-62: +12V feed J1-63: Duty signal voltage. EGR valve motor control duty signal circuit and +12V feed circuit shorted each other. Faulty EGR valve Faulty ECM. Notice: EGR valve motor is internal to EGR valve assembly.

Inhibited



Common 1 charge up voltage is less than 100V.

Limited

-

-

-

Faulty ECM.

-

-


Charge up voltage monitoring circuit detects that the common 1 charge up voltage is more than 150V.

Limited

-

-

-

Faulty ECM.

-

-



Limited

-

-

-

Faulty ECM.

-

-


Common 2 charge up voltage is less than 100V.

Limited

-

-

-

Faulty ECM.

-

-


Flash Code

MIL Status

P0612 (1)

48

ON

P0612 (2)

48

P0613 (1)

49

ON

P0613 (2)

49

ON

P0613 (8)

49

ON

P0650 (5)

77

ON

ON

DTC Name on Tech 2




Sub System Status

Suspected Cause

77

OFF


Charge up voltage monitoring circuit detects that the common 2 charge up voltage is more than 150V.

Limited

-



Limited

-

-

-

Faulty ECM.

-

-


Supply voltage to the charge up circuits is more than 20V.

Limited

-

-

-

Faulty ECM.

-

-


Supply voltage to the charge up circuits is less than 9V.

Limited

-

-

-

Faulty ECM.

-

-


Common 1 and common 2 charge up voltage are less than 90V.

Limited

-

-

-

Faulty ECM.

-

-


High voltage condition on the MIL control circuit for longer than 2 seconds when the MIL is commanded ON.

-

-

-

-

MIL control circuit is short to battery or ignition voltage circuit. Faulty instrument panel cluster (meter assembly). Faulty ECM. Faulty ICU.

J2-57: Control

17-B24:Control 7-B-68: Request signal

MIL battery feed circuit is open circuit or high resistance. MIL control circuit is open circuit, high resistance or short to ground. Poor harness connector connection. Faulty MIL bulb. Faulty ECM. Faulty ICU.

J2-57: Control

30-B24: +12V feed 17-B24:Control 7-B-68: Request signal












Fuel Injector Solenoid Control Module Low Voltage Fuel Injector Solenoid Control Module High Voltage Fuel Injector Solenoid Control Module Group 1 & 2 Low Voltage Malfunction Indicator Lamp (MIL) Control Circuit High Voltage

Malfunction Indicator Lamp (MIL) Control Circuit Low Voltage


Faulty ECM.

-

-


Low voltage condition on the MIL control circuit for longer than 2 seconds when the MIL is commanded OFF.

-

-

-

-

P1093 (0)

61

P1094 (0)

61



P1094 (8)

61




EGR Control

P0650 (6)


Battery voltage is more than 9V. DTC P1095 (Symptom Code 0) is not set.

SCV control duty is less than 54% or commanded fuel supply is more than 600mm3/sec, then actual fuel rail pressure is lower than desired pressure by 10MPa (1450psi) for longer than 5 seconds while the engine speed is idle. OR Actual fuel rail pressure is lower than desired pressure by 20MPa (2900psi) for longer than 5 seconds while the engine speed is higher than 1200RPM.

Battery voltage is more than 9V. Engine coolant temperature is more than 50°C (122°F). Difference of desired engine idle speed and actual idle speed lower than 50RPM. Vehicle speed 0km/h (0MPH). Accelerator pedal position is 0%. DTC P0115 (Symptom Code 1 & 2) is not set. DTC P0193 (Symptom Code 1 & 2) is not set. DTC P0500 (Symptom Code 0 & 8) is not set. DTC P1095 (Symptom Code 0) is not set. Engine speed is between 650 and 800RPM. Fuel injection quantity is between 10 and 30mm3/st.

Battery voltage is more than 9V. Engine speed is higher than 1500RPM. Vehicle speed is more than 3km/h (4.8MPH). Accelerator pedal position is 0%. Fuel injection quantity is 0mm3/st. DTC P1095 (Symptom Code 0) is not set.

Engine stop

-

SCV commanded fuel is more than 6000mm3/sec for 10 seconds.

Limited

-

Actual fuel rail pressure is sharply dropped more than 12MPa (1740psi) while engine is fuel cut operation.

Engine stop

-

-

-

-

-

-

-


Flash Code

67

P1099 (5)

69

P1099 (6)

69

P1105 (1)

86

MIL Status

DTC Name on Tech 2

ON Fuel Pressure Limiter (Keep ON Activation during same ignition cycle)

ON

ON

ON


Fuel Pump Relay Control Circuit High Voltage

Fuel Pump Relay Control Circuit Low Voltage

Barometric Pressure (BARO) Sensor Circuit High Voltage


Fuel rail pressure drops quickly form more than 190MPa (27560psi) to less than 80MPa (11600psi), and then difference of actual fuel rail pressure is more than 30MPa (4350psi).



Suspected Cause





High voltage condition on the fuel pump relay control circuit for longer than 1 second when the fuel pump relay is commanded ON.

-

-

-

-


Low voltage condition on the fuel pump relay control circuit for longer than 1 second when the fuel pump relay is commanded OFF.

-

-

-

-


BARO Sensor signal voltage is more than 4.75V for 3 seconds.

-

Limited

-

-

Loss fuel or less fuel in the fuel tank. Suction control valve (SCV) is sticking. Faulty fuel injector. Fuel suction side looseness, kinks or blocked. Faulty or clogged fuel filter. Excessive air in the fuel suction side. Faulty fuel rail pressure (FRP) sensor. FRP sensor circuits intermittently open circuit or poor connection. FRP sensor circuits high resistance. SCV circuits intermittently open circuit or poor connection. SCV circuits high resistance. Faulty fuel supply pump. Notice: SCV is internal to fuel supply pump assembly.

Fuel pump relay battery feed circuit is open circuit or high resistance. J1-66: Relay control 3-X13: Battery feed Fuel pump relay control circuit is open circuit, high resistance or short to 5-X13: Control ground Fuel pump relay is poor installation. Faulty fuel pump relay. Faulty ECM. Notice: Fuel pump relay is commanded ON for 12 seconds at ignition is ON with the engine OFF.

Inhibited

Inhibited


ON

Barometric Pressure (BARO) Sensor Circuit Low Voltage


BARO sensor signal voltage is less than 0.1V for 3 seconds.

-

Inhibited

Inhibited


P1120 (1)

21

ON



APP sensor 1 signal voltage is more than 4.85V.

Limited

-

-

P1120 (2)

21

ON





86



Fuel pump relay control circuit is short to battery or ignition voltage J1-66: Relay control 5-X13: Control circuit. Faulty fuel pump relay. Faulty ECM. Notice: Fuel pump relay is commanded ON for 12 seconds at ignition is ON with the engine OFF.

P1105 (2)


Limited

-

-

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty BARO sensor. Faulty ECM.



Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. Faulty BARO sensor. Faulty ECM.



If one APP sensor DTC is set, the ECM will use the remaining two APP sensors to calculate pedal angle. If two APP sensors are out of range, the ECM will use the remaining one APP sensor to calculate pedal angle. If all three APP sensors are out of range, the APP indicated angle is fixed at 13% (M/T) or 7% (A/T).

APP sensor 1 signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. APP sensor 1 low reference circuit is open circuit or high resistance. APP sensor harness connector is poor connection. Faulty APP sensor 1. Faulty ECM. Notice: APP sensor 1 is internal to APP sensor assembly.


10-C40: +5V reference 5-C40: Signal 4-C40: Low reference


APP sensor 1 +5V reference circuit is open circuit, high resistance. APP sensor 1 signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. APP sensor harness connector is poor connection. Faulty APP sensor 1. Faulty ECM. Notice: APP sensor 1 is internal to APP sensor assembly.




P1122 (1)

Flash Code

91

22

MIL Status

DTC Name on Tech 2

ON Accelerator Pedal (Keep ON Position (APP) Sensor 1during same 2 Correlation ignition cycle)

ON








Limited

APP sensor 2 signal voltage is more than 4.85V.

Limited

EGR Control -


ON




-

-

-

Limited

-

-

P1124 (1)

92

33


ON





Limited

APP sensor 3 signal circuit voltage is more than 4.85V.

Limited

-

-

ON



APP sensor 3 signal circuit voltage is less than 0.15V.









J2-11: APP 1 +5V reference J2-12: APP 1 Signal J2-27: APP 1 Low reference J2-9: APP 2 +5V reference J2-10: APP 2 Signal J2-25: APP 2 Low reference J2-7: APP 3 +5V reference J2-8: APP 3 Signal J2-23: APP 3 Low reference

10-C40: APP1 +5V reference 5-C40: APP 1 Signal 4-C40: APP 1 Low reference 8-C40: APP 2 +5V reference 9-C40: APP 2 Signal 3-C40: APP 2 Low reference 1-C40: APP 3 +5V reference 6-C40: APP 3 Signal 7-C40: APP 3 Low reference

-

-

33

10-C40: APP1 +5V reference 5-C40: APP 1 Signal 4-C40: APP 1 Low reference 8-C40: APP 2 +5V reference 9-C40: APP 2 Signal 3-C40: APP 2 Low reference 1-C40: APP 3 +5V reference 6-C40: APP 3 Signal 7-C40: APP 3 Low reference


-

P1124 (2)


P1123 (8)



22


Suspected Cause

P1122 (2)


Sub System Status

Limited

-

-










P1173 (0)

Flash Code

93

16

MIL Status

DTC Name on Tech 2


ON

Engine Overheat


P1201 (5)

94

ON

Accelerator Pedal Position (APP) PWM Output High Voltage






ECT is more than 110°C (230°F) for 5 seconds.



Suspected Cause



-

-

-

-

94

ON

Accelerator Pedal Position (APP) PWM Output Low Voltage


High voltage condition on the APP PWM output circuit for longer than 3 seconds.

-

-

-

Low voltage condition on the APP PWM output circuit for longer than 3 seconds.

-

-

-

P1261 (1)

87

ON Injector Positive Voltage (Keep ON Circuit Group 1 Load during same Short ignition cycle)


P1201 (6)



Limited

-

-



-.

P1261 (3)

87

ON Injector Positive Voltage (Keep ON Circuit Group 1 Control during same Short ignition cycle)

P1261 (5)

87

ON Injector Positive Voltage (Keep ON Circuit Group 1 High during same Voltage ignition cycle)




Limited

-

-

-.


Limited

-

-

-.

P1261 (7)

87

ON Injector Positive Voltage (Keep ON Circuit Group 1 Low during same Voltage ignition cycle)



Limited

-

-

-.

P1262 (1)

88

ON Injector Positive Voltage (Keep ON Circuit Group 2 Load during same Short ignition cycle)



Limited

-

-

-.

Engine overheats. Faulty engine cooling system. Faulty engine coolant temperature (ECT) sensor. Faulty ECM.




10-C40: APP1 +5V reference 5-C40: APP 1 Signal 4-C40: APP 1 Low reference 8-C40: APP 2 +5V reference 9-C40: APP 2 Signal 3-C40: APP 2 Low reference 1C40: APP 3 +5V reference 6-C40: APP 3 Signal 7-C40: APP 3 Low reference

-

-

APP PWM output circuit is short to battery or ignition voltage circuit. Faulty TCM. Faulty ECM.

J2-56: PWM output

A-16: PWM input

APP PWM output circuit is open circuit, high resistance or short to ground circuit. Poor harness connector connection. Faulty TCM. Faulty ECM.

J2-56: PWM output

A-16: PWM input

Cylinder #1 fuel injector drive circuit is short to #1 fuel injector solenoid coil control circuit each other. Cylinder #4 fuel injector drive circuit is short to #4 fuel injector solenoid coil control circuit each other. Cylinder #1 fuel injector drive circuit is short to #4 fuel injector solenoid coil control circuit each other. Cylinder #4 fuel injector drive circuit is short to #1 fuel injector solenoid coil control circuit each other. Faulty cylinder #1 fuel injector. Faulty cylinder #4 fuel injector. Faulty ECM.

J1-52: #1 Drive J1-33: #1 Control J1-72: #4 Drive J1-53: #4 Control

2-E13: #1 Drive 1E13: #1 Control 2-E16: #4 Drive 1E16: #4 Control

Cylinder No. 1 and No. 4 injector solenoid coil control circuit is shorted each other. Faulty ECM.

J1-33: #1 Control J1-53: #4 Control

1-

Cylinder #1 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #4 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #1 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Cylinder #4 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Faulty ECM.



Cylinder #1 fuel injector drive circuit is short to ground. Cylinder #4 fuel injector drive circuit is short to ground. Cylinder #1 fuel injector solenoid coil control circuit is short to ground. Cylinder #4 fuel injector solenoid coil control circuit is short to ground. Faulty cylinder #1 fuel injector. Faulty cylinder #4 fuel injector. Faulty ECM.



Cylinder #2 fuel injector drive circuit is short to #2 fuel injector solenoid coil control circuit each other. Cylinder #3 fuel injector drive circuit is short to #3 fuel injector solenoid coil control circuit each other. Cylinder #2 fuel injector drive circuit is short to #3 fuel injector solenoid coil control circuit each other. Cylinder #3 fuel injector drive circuit is short to #2 fuel injector solenoid coil control circuit each other. Faulty cylinder #2 fuel injector. Faulty cylinder #3 fuel injector. Faulty ECM.


2-E14: #2 Drive 1-E14: #2 Control 2-E15: #3 Drive 1-E15: #3 Control

1-

E13: #1 Control E16: #4 Control


Flash Code

88

MIL Status

DTC Name on Tech 2

ON Injector Positive Voltage (Keep ON Circuit Group 2 Control during same Short ignition cycle)


P1262 (5)

88

ON Injector Positive Voltage (Keep ON Circuit Group 2 High during same Voltage ignition cycle)








Suspected Cause Other Control Status -.

Limited

-

-

-.

J1-24: #2 Control J1-25: #3 Control

1-E14: #2 Control 1-E15: #3 Control

Cylinder #2 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #3 fuel injector drive circuit is short to battery or ignition voltage. Cylinder #2 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Cylinder #3 fuel injector solenoid coil control circuit is short to battery or ignition voltage. Faulty ECM.



Cylinder #2 fuel injector drive circuit is short to ground. Cylinder #3 fuel injector drive circuit is short to ground. Cylinder #2 fuel injector solenoid coil control circuit is short to ground. Cylinder #3 fuel injector solenoid coil control circuit is short to ground. Faulty cylinder #2 fuel injector. Faulty cylinder #3 fuel injector. Faulty ECM.



J1-52: #1 Drive J1-33: #1 Control J1-72: #4 Drive J1-53: #4 Control J1-71: #2 Drive J1-24: #2 Control J1-51: #3 Drive J1-25: #3 Control

2-E13: #1 Drive 1-E13: #1 Control 2-E16: #4 Drive 1-E16: #4 Control 2-E14: #2 Drive 1-E14: #2 Control 2-E15: #3 Drive 1-E15: #3 Control

Cylinder #1 and #2 fuel injector solenoid coil control circuit are shorted each other. Cylinder #1 and #3 fuel injector solenoid coil control circuit are shorted each other. Cylinder #2 and #4 fuel injector solenoid coil control circuit are shorted each other. Cylinder #3 and #4 fuel injector solenoid coil control circuit are shorted each other. Cylinder #1 fuel injector solenoid coil control circuit and cylinder #2 fuel injector drive circuit is shorted each other. Cylinder #1 fuel injector solenoid coil control circuit and cylinder #3 fuel injector drive circuit is shorted each other. Cylinder #2 fuel injector solenoid coil control circuit and cylinder #4 fuel injector dive circuit is shorted each other. Cylinder #3 fuel injector solenoid coil control circuit and cylinder #1 fuel injector drive circuit is shorted each other. Cylinder #3 fuel injector solenoid coil control circuit and cylinder #4 fuel injector drive circuit is shorted each other. Cylinder #4 fuel injector solenoid coil control circuit and cylinder #2 fuel injector drive circuit is shorted each other. Cylinder #4 fuel injector solenoid coil control circuit and cylinder #3 fuel injector drive circuit is shorted each other. Cylinder #1 and #2 fuel injector drive circuit is shorted each other. Cylinder #1 and #3 fuel injector drive circuit is shorted each other. Cylinder #2 and #4 fuel injector drive circuit is shorted each other. Cylinder #3 and #4 fuel injector drive circuit is shorted each other. Faulty ECM.

P1262 (7)

88

ON Injector Positive Voltage (Keep ON Circuit Group 2 Low during same Voltage ignition cycle)



Limited

-

-

-.

P1263 (8)

89

ON Injector Circuit Short (Keep ON Across Group 1 & Group during same 2 ignition cycle)

Battery voltage is more than 9V. Engine speed is lower than 2000RPM.

Injector drive circuit, or injector solenoid control circuit is shorted across the bank.

-

-

-

-

P1345 (0)

42

ON Crankshaft Position & (Keep ON Camshaft Position Signal during same Off Phase ignition cycle)

P1480 (5)

P1480 (6)

58

58

ON

ON

Swirl Control Solenoid Valve Control Circuit High Voltage

Swirl Control Solenoid Valve Control Circuit Low Voltage

Battery voltage is more than 9V. Engine speed is higher than 100RPM. DTC P0335 (Symptom Code 4, 8 & A) is not set. DTC P0340 (Symptom Code 4, 8 & A) is not set.

CKP and CMP sensor signals with no synchronization for 3 seconds.



Limited

-

-

-

Incorrect engine mechanical timing.

High voltage condition on the swirl control solenoid valve control circuit for longer than 1 second when the solenoid valve is commanded ON.

-

-

-

-

Swirl control solenoid valve control circuit is short to battery or ignition voltage circuit. Faulty swirl control solenoid valve. Faulty ECM.

Low voltage condition on the swirl control solenoid valve control circuit for longer than 1 second when the solenoid valve is commanded OFF.

Limited

-

-

-

P1485 (1)

74

ON

Intake Throttle (IT) Valve Position Sensor Circuit High Voltage


IT Valve position sensor signal voltage is more than 4.75V.

-

Inhibited

Inhibited

-


Cylinder #2 and #3 injector solenoid coil control circuit is shorted each other. Faulty ECM.



J1-67: Control

Swirl control solenoid valve voltage feed circuit is open circuit or high J1-67: Control resistance. Swirl control solenoid valve control circuit is open circuit, high resistance or short to ground. Poor harness connector connection. Faulty swirl control solenoid valve. Faulty ECM.

Sensor signal circuit is short to +5V reference circuit, short to battery or ignition voltage circuit. Sensor low reference circuit is open circuit or high resistance. Sensor harness connector is poor connection. Faulty intake throttle valve. Faulty ECM. Notice: Intake throttle valve position sensor is internal to intake throttle valve assembly.

-


-

1-E67:Control

2-E67: +12V feed 1-E67:Control



Flash Code

MIL Status

P1485 (2)

74

ON

P1485 (8)

74

DTC Name on Tech 2


Intake Throttle (IT) Valve Position Sensor Circuit Low Voltage

ON Intake Throttle (IT) Valve (Keep ON Position Sensor during same Performance ignition cycle)

ON


Battery voltage is between 11 – 16V. DTC P1485 (Symptom Code 1 & 2) is not set. DTC P1624 (Symptom Code 1 & 2) is not set. Desired ITP is stable condition.





P1487 (0)

73

P1487 (3)

73

P1487 (5)

73

P1488 (5)

72

ON Intake Throttle (IT) Valve (Keep ON Motor Circuit High Voltage during same ignition cycle)


P1488 (6)

72

ON Intake Throttle (IT) Valve (Keep ON Motor Circuit Open during same ignition cycle)

P1488 (7)

72

ON Intake Throttle (IT) Valve (Keep ON Motor Circuit Low Voltage during same ignition cycle)

P1562 (1)

36

ON

ON

ON


Ignition Voltage High


IT valve position sensor signal voltage is less than 0.1V.

-

IT valve control duty cycle is more than 51%. Difference of desired IT valve and actual IT valve is more than 20%. Above conditions are met for 5 seconds.

-




Inhibited

-



Intake throttle valve is sticking. Intake throttle valve motor +12V feed circuit is high resistance. Intake throttle valve motor control duty signal circuit is high resistance. Sensor +5V reference circuit is high resistance. Sensor signal circuit is high resistance. Sensor low reference circuit is high resistance. Faulty intake throttle valve position sensor. Faulty intake throttle valve motor. Faulty ECM. Notice: Intake throttle valve position sensor is internal to intake throttle valve assembly. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.

J1-55: +12V feed J1-56: Duty signal J1-36: +5V reference J1-57: Signal J1-35: Low reference

2-E38: +12V feed 1-E38: Duty signal 6-E38: +5V reference 5-E38: Signal 3-E38: Low reference

Temperature of IT valve drive circuit is greater than 140°C (248°F) for longer than 30 seconds.

Limited

Temperature of IT valve drive circuit is greater than 140°C (248°F) for longer than 60 seconds in the total during same ignition cycle.

Limited

Temperature of IT valve drive circuit is greater than 140°C (248°F) for longer than 120 seconds in the total that is accumulated exceeding ignition cycle.

Limited

IT valve control duty circuit is shorted to voltage circuit for 1 second.

Limited

Inhibited

Inhibited

-


IT motor voltage feed circuit, or motor control circuit is open for 1 second.

Limited

Inhibited

Inhibited

-


IT valve motor voltage feed circuit, or motor control circuit is short to a ground for 1 second.

Limited

Inhibited

Inhibited

-




Ignition voltage feed circuit voltage is more than 16V for 5 seconds.

Inhibited

Inhibited

-

Inhibited

Inhibited

-

Inhibited

Inhibited

-

36

ON

Ignition Voltage Low


Ignition voltage feed circuit voltage is between 1 and 8V for 5 seconds.

ON

Immobilizer Function Not Programmed

-

Immobilizer security code and secret key is not programmed.

ON

Wrong Security Code Entered

-

Wrong immobilizer security code is programmed.

-


-

-


Intake throttle valve motor +12V feed circuit is short to ground. Intake throttle valve motor control duty signal circuit is short to ground. Faulty intake throttle valve Faulty ECM. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.



-

-

-

-

-

-

-

Inhibited

-

-

-

78

-


P1611 (0)


Intake throttle valve motor +12V feed circuit is open circuit or high resistance. Intake throttle valve motor control duty signal circuit is open circuit or high resistance. Intake throttle valve motor harness connector is poor connection. Faulty intake throttle valve Faulty ECM. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.

76

-


P1610 (0)

-

Intake throttle valve motor control duty signal circuit is short to battery or J1-55: +12V feed ignition voltage. J1-56: Duty signal Intake throttle valve motor control duty signal circuit and +12V feed circuit shorted each other. Faulty intake throttle valve Faulty ECM. Notice: Intake throttle valve motor is internal to intake throttle valve assembly.

P1562 (2)


-

Inhibited

-

-

-


Sensor +5V reference circuit is open circuit, high resistance. Sensor signal circuit is open circuit, high resistance, short to ground or short to low reference circuit. Sensor harness connector is poor connection. Faulty intake throttle valve. Faulty ECM. Notice: Intake throttle valve position sensor is internal to intake throttle valve assembly.

Inhibited


Incorrect “Jump Starting”. Faulty charging system. Faulty ECM. Faulty charging system. Weakened battery. Ignition voltage feed circuit is high resistance. Faulty ECM.

-

J2-72: Ignition SW Signal

-

-

Immobilizer function is not programmed into the ECM. Electrical interference. Magnetic interference. Faulty ECM.

-

-

Programming ECM with wrong security code. Electrical interference. Magnetic interference. Faulty ECM.

-

-


Flash Code

MIL Status

79

ON

DTC Name on Tech 2


Immobilizer Wrong Signal

-


Wrong immobilizser response signal is received.

Fuel Injection Quantity Limitation Inhibited




P1613 (0)

7 & 10

ON

Immobilizer No Signal

-

ECM does not detect immobilizer response signal from the ICU.

Inhibited

-

-

-

P1620 (1)

55

P1620 (2)

55

P1622 (1)

56

P1622 (2)

ON (Keep ON during same ignition cycle) ON (Keep ON during same ignition cycle)





ON 5 Volt Reference Circuit 2 (Keep ON High Voltage during same ignition cycle)


56

ON 5 Volt Reference Circuit 2 (Keep ON Low Voltage during same ignition cycle)


P1624 (1)

57

ON 5 Volt Reference Circuit 3 (Keep ON High Voltage during same ignition cycle)


P1624 (2)

57

ON 5 Volt Reference Circuit 3 (Keep ON Low Voltage during same ignition cycle)


-

-

-

J2-57: Request signal J2-62: Response signal

7-B-68: Request signal 8-B-68: Response signal

Limited


Limited

-

-

-

APP sensor 1 +5V reference circuit is short to ground or low reference circuit. Faulty APP sensor 1. Faulty ECM. Notice: APP sensor 1 is internal to APP sensor assembly.

J2-11: APP sensor 1 10-C40: APP sensor +5V reference 1 +5V reference

5V reference circuit 2 voltage is more than 5.3V.

Limited

-

-

-

APP sensor 2 +5V reference circuit is short to battery or ignition voltage. FRP sensor +5V reference circuit is short to battery or ignition voltage. BARO sensor +5V reference circuit is short to battery or ignition voltage. CMP sensor +5V reference circuit is short to battery or ignition voltage. EGR valve position sensor +5V reference circuit is short to battery or ignition voltage. Faulty ECM. Notice: APP sensor 2 is internal to APP sensor assembly. Notice: EGR valve position sensor is internal to EGR valve assembly.

J2-9: APP sensor 2 +5V reference J1-47: FRP sensor +5V reference J1-19: BARO sensor +5V reference J1-46: CMP sensor +5V reference J1-31: EGR valve position sensor +5V reference

8-C40: APP sensor 2 +5V reference 3-E48: FRP sensor +5V reference 3-E40: BARO sensor +5V reference 3-E39: CMP sensor +5V reference 1-E71: EGR valve position sensor +5V reference


Limited

-

-

-

APP sensor 2 +5V reference circuit is short to ground or low reference circuit. FRP sensor +5V reference circuit is short to ground or low reference circuit. BARO sensor +5V reference circuit is short to ground or low reference circuit. CMP sensor +5V reference circuit is short to ground or low reference circuit. EGR valve position sensor +5V reference circuit is short to ground or low reference circuit. Faulty APP sensor 2. Faulty FRP sensor. Faulty BARO sensor. Faulty CMP sensor. Faulty EGR valve position sensor. Faulty ECM. Notice: APP sensor 2 is internal to APP sensor assembly. Notice: EGR valve position sensor is internal to EGR valve assembly.

J2-9: APP sensor 2 +5V reference J1-47: FRP sensor +5V reference J1-19: BARO sensor +5V reference J1-46: CMP sensor +5V reference J1-31: EGR valve position sensor +5V reference

8-C40: APP sensor 2 +5V reference 3-E48: FRP sensor +5V reference 3-E40: BARO sensor +5V reference 3-E39: CMP sensor +5V reference 1-E71: EGR valve position sensor +5V reference


Limited

-

-

-

APP sensor 3 +5V reference circuit is short to battery or ignition voltage. ITP sensor +5V reference circuit is short to battery or ignition voltage. CKP sensor +5V reference circuit is short to battery or ignition voltage. Faulty ECM. Notice: APP sensor 3 is internal to APP sensor assembly. Notice: ITP sensor is internal to IT valve assembly.

J2-7: APP sensor 3 +5V reference J1-36: ITP sensor +5V reference J1-37: CKP sensor +5V reference

1-C40: APP sensor 3 +5V reference 6-E38: ITP sensor +5V reference 3-E52: CKP sensor +5V reference


Limited

APP sensor 3 +5V reference circuit is short to ground or low reference circuit. ITP sensor +5V reference circuit is short to ground or low reference circuit. CKP sensor +5V reference circuit is short to ground or low reference circuit. Faulty APP sensor 3. Faulty ITP sensor. Faulty CKP sensor. Faulty ECM. Notice: APP sensor 3 is internal to APP sensor assembly. Notice: ITP sensor is internal to IT valve assembly.

J2-7: APP sensor 3 +5V reference J1-36: ITP sensor +5V reference J1-37: CKP sensor +5V reference

1-C40: APP sensor 3 +5V reference 6-E38: ITP sensor +5V reference 3-E52: CKP sensor +5V reference

-

MIL control circuit is open circuit, high resistance, short to ground, short to battery or ignition voltage. Vehicle speed sensor signal circuit is open circuit, high resistance, short to ground, short to battery or ignition voltage. Poor harness connector connection. Electrical interference. Magnetic interference. Faulty ECM. Faulty ICU.



-

Wrong transponder key is used. Electrical interference. Magnetic interference. Faulty ECM. Faulty ICU.


APP sensor 1 +5V reference circuit is short to battery or ignition voltage. J2-11: APP sensor 1 10-C40: APP sensor Faulty ECM. +5V reference 1 +5V reference Notice: APP sensor 1 is internal to APP sensor assembly.

-

-

-

4JJ1-TC Engine-111

SYMPTOM DIAGNOSIS Before Using This Section

Intermittent Conditions

Before using this section, you should have performed the Diagnostic System Check - Engine Controls and determined that the following criteria:

Intermittent Conditions

1. The control module and the malfunction indicator lamp (MIL) are operating correctly. 2. There are no diagnostic trouble codes (DTCs) stored, or a DTC exists but without MIL. Several of the following symptom procedures call for a careful visual and physical check. The visual and physical checks are very important. The checks can lead to correcting a problem without further checks which may save valuable time. Visual and Physical Checks Check the following items: •

The control module grounds for being clean, tight, and in their proper location. • The wiring for the following items: - Proper connections - Pinches - Cuts • The following symptom tables contain groups of possible causes for each symptom. The order of these procedures is not important. If the Tech 2 readings do not indicate the problems, then proceed in a logical order, easiest to check or most likely to cause first. In order to determine if a specific vehicle is using a particular system or component, refer to Engine Controls Schematics for an application. Verify Customer’s Concern Locate the correct symptom table. Check the items indicated under that symptom from the following symptom tables: • • • • • • • • • • • •

Intermittent Conditions Hard Start Rough, Unstable, or Incorrect Idle and Stalling High Idle Cuts Out, Misses Surge/Chuggles Lack of Power, Sluggishness, or Sponginess Hesitation, Sag, Stumble Fuel Knock/Combustion Noise Poor Fuel Economy Excessive Smoke (Black Smoke) Excessive Smoke (White Smoke)

An intermittent condition may or may not turn on the malfunction indicator lamp (MIL) or store a diagnostic trouble code (DTC). Preliminary Checks Perform a visual check to locate the cause of the problem. • •

Refer to Symptoms - Engine Controls. The fault must be present to locate the problem. If a fault is intermittent, the use of DTC tables may result in the replacement of good parts. Electrical Connections or Wiring Poor electrical connections or wiring can cause most intermittent problems. Perform a careful check of the suspected circuit for the following: •

Check for poor mating of the connector halves, or terminals not fully seated in the connector body, backed-out. • Check for improperly formed or damaged terminals. Carefully reform or replace all the connector terminals in the problem circuit to ensure the proper contact tension. • Check for poor terminal to wire connections. This requires removing the terminal from the connector body to check. • If the harness connections appears to be OK, observe the sensors and actuators, etc. display on the Tech 2 with the ignition ON or engine run while moving connectors and wiring harness related to sensors and actuators. A change in the display will indicate the location of the fault. Road Test If a visual/physical check does not locate the cause of the problem, drive the vehicle with a DMM connected to a suspected circuit or use the Tech 2. An abnormal voltage or Tech 2 reading, when the problem occurs, indicates the problem may be in that circuit. Intermittent Malfunction Indicator Lamp (MIL) The following can cause an intermittent MIL and no DTCs: •

Electrical system interference caused by a malfunctioning relay, ECM driven solenoid, or switch. The electrical component can cause a sharp electrical surge. Normally, the problem will occur when the malfunctioning component is operating.

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•

The improper installation of electrical devices; such as lights, 2-way audios, electric motors, cellular phones, etc. • The MIL circuit intermittently shorted to ground. • Poor ECM grounds Loss of DTC Memory Check for loss of DTC memory by disconnecting the engine coolant temperature (ECT) sensor and idling the engine until the MIL turns ON. An ECT DTC should store and remain in memory when turning OFF the ignition for at least 30 seconds. If not, the ECM is malfunctioning. Additional Checks Check for an open diode across the A/C compressor clutch and for other open diodes.

Hard Start

Definition The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start but immediately dies. Checks

Preliminary Checks

Action • Diagnostic System Check - Engine Controls. • Ensure the driver is using the correct starting procedure. • Inspect the ECM grounds for being clean, tight, and in their proper locations. • Inspect harness connectors are correctly connected. • Inspect the fuel type and quality. • Inspect the programmed fuel injector ID code for each fuel injector. • Inspect the Tech 2 Data List in this section. • Inspect the Service Bulletins for ECM software updates.

Sensor Checks

Inspect the sensors for engine controls for the following conditions: • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Inspect the crankshaft position (CKP) sensor and camshaft position (CMP) sensor signals. Use the Tech 2 to observe the Synchronization Mode for intermittent condition.

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Checks Fuel System Checks

Action Inspect the fuel system for the following conditions. Refer to the Fuel System section. • Inspect for air in the fuel system. • Inspect for water contamination in the fuel. • Inspect for external fuel leaks or high engine oil level. • Make sure the operation of the in-tank fuel pump before performing the following procedures. If the in-tank fuel pump does not work, refer to DTC P1099 (Symptom Code 5 & 6). 1. Disconnect the fuel hose that connects to the fuel supply pump suction side. In order to measure the discharged fuel amount, put the hose into a bottle or a container with a scale. (The inlet of a bottle or a container must be larger than the diameter of hose.) 2. Turn ON the ignition for 15 seconds, with the engine OFF. 3. Turn OFF the ignition for 10 seconds. 4. Repeat 2 and 3 twice. 5. Measure the total amount of the discharged fuel. The three cycle totals must be more than 300cc. (Normal amount from the disconnected hose is more than 100cc per one ignition cycle.) Notice: If there is a leak on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently and fuel leakage may occur. Also if there is a restriction on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently that is most likely caused by clogged fuel filter or kinked fuel hose or pipe. • Inspect the fuel supply pump operation. Notice: The fuel supply pump must be timed to the engine. • Perform the Injector Forced Drive test with the Tech 2. Command each injector ON and verify clicking noise (solenoid operating noise) for each injector. Replace the appropriate injector that does not create clicking noise (solenoid operating noise), interrupted noise or abnormal noise when commanded ON. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF. • Inspect the fuel return from the fuel supply pump and fuel injectors. • Inspect the Suction Control Valve (SCV) Current. Use the Tech 2 to observe the parameter with the engine OFF. SCV Current parameter should be more than 1300 mA at ignition ON with the engine OFF. If not, check for high resistance or control low circuit short to ground.

Air Intake System Checks

Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at closed position. • Inspect for a restriction or leak in the intake manifold.

Exhaust System Checks

Inspect the exhaust system for a possible restriction. Refer to the Exhaust System section. • Inspect for a restriction in the catalytic converter or exhaust pipes.

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Checks Engine Mechanical Checks

Action Inspect the engine mechanical for the following conditions. Engine Mechanical section.

Refer to the

• Inspect poor cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). • Improper mechanical timing (timing gear & chain) • Improper valve gap • Broken or weak valve springs • Worn camshaft lobes Electrical System Checks

Inspect the engine electrical for the following conditions. Refer to the Engine Electrical section. • Inspect the glow plug control (preheating) system operation. • Inspect for slow cranking speed. • Inspect for weakened batteries.

Rough, Unstable, or Incorrect Idle And Stalling

Definition Engine runs unevenly at idle. If severe, the engine or vehicle may shake. Engine idle speed may vary in RPM. Either condition may be severe enough to stall the engine.

Checks Preliminary Checks

Action • Diagnostic System Check - Engine Controls. • Inspect the ECM grounds for being clean, tight, and in their proper locations. • Inspect harness connectors are correctly connected. • Inspect the fuel type and quality. • Inspect the programmed fuel injector ID code for each fuel injector. • Inspect the Tech 2 Data List in this section. • Inspect the Service Bulletins for ECM software updates.

Sensor Checks

Inspect the sensors for engine controls for the following conditions: • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle in Park or Neutral. The parameters should always be within the -3 - 3 MPa (-435 - 435 psi). • Inspect the crankshaft position (CKP) sensor and camshaft position (CMP) sensor signal. Use the Tech 2 to observe the Synchronization Mode for intermittent condition.

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Action Inspect the fuel system for the following conditions. Refer to the Fuel System section. • Make sure the operation of the in-tank fuel pump before performing the following procedures. If the in-tank fuel pump does not work, refer to DTC P1099 (Symptom Code 5 & 6). 1. Disconnect the fuel hose that connects to the fuel supply pump suction side. In order to measure the discharged fuel amount, put the hose into a bottle or a container with a scale. (The inlet of a bottle or a container must be larger than the diameter of hose.) 2. Turn ON the ignition for 15 seconds, with the engine OFF. 3. Turn OFF the ignition for 10 seconds. 4. Repeat 2 and 3 twice. 5. Measure the total amount of the discharged fuel. The three cycle totals must be more than 300cc. (Normal amount from the disconnected hose is more than 100cc per one ignition cycle.) Notice: If there is a leak on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently and fuel leakage may occur. Also if there is a restriction on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently that is most likely caused by clogged fuel filter or kinked fuel hose or pipe. • Inspect the fuel supply pump operation. Notice: The fuel supply pump must be timed to the engine. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF. • Inspect the fuel injectors. Remove the injectors and visually inspect. • Inspect the fuel return from the fuel supply pump and fuel injectors. • Inspect the Suction Control Valve (SCV) Current. Use the Tech 2 to observe the parameter with the engine OFF. SCV Current parameter should be more than 1300 mA at ignition ON with the engine OFF. If not, check for high resistance or control low circuit short to ground. • Use the Tech 2 to observe the Cylinder Compensation for each cylinder at idle. A cylinder that is excessively large or small compensation amount may indicate faulty engine compression or faulty fuel injector.


Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at closed position. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor.



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Checks Engine Mechanical Checks

Action Inspect the engine mechanical for the following conditions. Refer to the Engine Mechanical section. • Inspect poor cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). • Improper mechanical timing (timing gear & chain) • Improper valve gap • Broken or weak valve springs • Worn camshaft lobes

Additional Checks

• Electromagnetic interference (EMI) on the reference circuit can cause an engine miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed. A sudden increase in speed with little change in actual engine speed change indicates that EMI is present. If a problem exists, check routing of high voltage components, such as fuel injector wiring, near the sensor circuits. • Inspect for faulty engine mounts. • Inspect faulty crank pulley. • Inspect faulty generator & A/C compressor. • Inspect the generator output voltage. Repair if less than 9 volts or more than 16 volts. • Inspect the EGR system. Refer to the EGR Control in this section. • Inspect the A/C operation.

High Idle

Definition Engine idle speed is higher than normal specification in regardless of engine coolant temperature. Checks

Preliminary Checks

Action • Diagnostic System Check - Engine Controls. • Inspect harness connectors are correctly connected. • Use the Tech 2 to compare the engine speed and tachometer on the instrument panel cluster (IPC). • Inspect the battery voltage feed into the ECM. If the battery voltage is less than 11 volts during the engine running with air conditioner (A/C) system OFF, the ECM set the engine idle speed to 750 RPM. And battery voltage is return more than 12 volts with the A/C system OFF, the ECM set the engine idle speed to 700 RPM. • Inspect the A/C operation. If the A/C system is activated, 50 RPM higher than normal idle speed. • Use the Tech 2 to compare the Coolant Temperature and Engine Speed. The normal idle speed vs. Coolant Temperature as follows with A/C OFF. • Below -10°C (14°F): 850 RPM • At 0°C (32°F) : 800 RPM • At 20°C (68°F) : 750 RPM • More than 30°C (86°F): 700 RPM • Inspect the Tech 2 Data List in this section. • Inspect the Service Bulletins for ECM software updates.

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Checks Sensor Checks

Action Inspect the sensors for engine controls for the following conditions: • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Use the Tech 2 to compare the Coolant Temperature parameter and coolant temperature gauge on the instrument panel cluster (IPC). If the difference between both temperature reading, check for a high resistance on low reference circuit and signal circuit or skewed sensor. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle in Park or Neutral. The parameter should always be within the -3 - 3 MPa (-435 435 psi) each other. • Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal Position parameter should change linearly from 0% to 100% according to the accelerator pedal operation.

Fuel System Checks

Inspect the fuel system for the following conditions. Refer to the Fuel System section. • Inspect the fuel injectors. (Injector tip may damaged) • Inspect the fuel return from the fuel supply pump and fuel injectors.

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Cut Out, Misses

Definition A constant jerking that follows the engine speed, usually more pronounced as the engine load increase. The exhaust has a steady spitting sound at idle, low speed, or hard acceleration for the fuel starvation that can cause the engine to cut-out.

Checks Preliminary Check

Action • Diagnostic System Check - Engine Controls. • Inspect harness connectors are correctly connected. ･ Inspect the ECM grounds for being clean, tight, and in their proper locations. • Inspect the Tech 2 Data List in this section. • Inspect the Service Bulletins for ECM software updates.

Sensor Checks

Inspect the sensors for engine controls for the following conditions. Refer to the Tech 2 Data List in this section. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fully accelerate in Park or Neutral. The parameter should always be within the -3 - 3 MPa (-435 - 435 psi). • Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal Position indicating angle parameter should change linearly from 0% to 100% according to the accelerator pedal operation. • Inspect the crankshaft position (CKP) sensor and camshaft position (CMP) sensor signal. Use the Tech 2 to observe the Synchronization Mode for intermittent condition.

Fuel System Checks

Inspect the fuel system for the following conditions. Refer to the Fuel System section. • Inspect for air in the fuel system. • Inspect for water contamination in the fuel. • Inspect the fuel injectors. • Inspect the fuel lines between the fuel tank and fuel supply pump for being crushed or kinked. • Inspect inside the fuel tank for any foreign material that may be getting drawn into the fuel line pickup causing a blocked condition. • Inspect the fuel lines between the fuel tank and fuel supply pump for tightness and all fuel hoses for cuts, cracks and for the use of proper clamps. • Perform the Injector Forced Drive test with the Tech 2. Command each injector ON and verify clicking noise (solenoid operating noise) for each injector. Replace the appropriate injector that does not create clicking noise (solenoid operating noise), interrupted noise or abnormal noise when commanded ON. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF.

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Checks Air Intake System Checks

Action Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at closed position. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor.

Additional Checks

• Inspect the generator output voltage. Repair if less than 9 volts or more than 16 volts. • Electromagnetic interference (EMI) on the reference circuit can cause an engine miss condition. The Tech 2 can usually detect EMI by monitoring the engine speed. A sudden increase in speed with little change in actual engine speed change indicates that EMI is present. If a problem exists, check routing of high voltage components, such as fuel injector wiring, near the sensor circuits.

Surges/Chuggles

Definition The engine has a power variation under a steady throttle or cruise. The vehicle seems to speed up and slow down with no change in the accelerator pedal.


Action • Diagnostic System Check - Engine Controls. • Ensure the driver understands the torque converter clutch (TCC) operation. • Ensure the driver understands the A/C compressor operation. • Use the Tech 2 in order to make sure the Vehicle Speed parameter reading matches the vehicle speedometer. • Inspect the ECM grounds for being clean, tight, and in their proper locations. • Inspect harness connectors are correctly connected. • Inspect the fuel type and quality. • Inspect the programmed fuel injector ID code for each fuel injector. • Inspect the Tech 2 Data List in this section. • Inspect the Service Bulletins for ECM software updates.

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Action Inspect the sensors for engine controls for the following conditions. Refer to the Tech 2 Data List in this section. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fully accelerate in Park or Neutral. The parameters should always be within the 3 - 3 MPa (-435 - 435 psi). • Use the Tech 2 to observe the Accelerator Pedal Position. Accelerator Pedal Position parameter should change linearly from 0% to 100% according to the accelerator pedal operation. Also inspect the Accelerator Pedal Position indicating angle when the accelerator pedal is steady condition. If the indicating angle is fluctuated, check for intermittently open or high resistance in the circuits or skewed sensor.

Fuel System Checks

Inspect the fuel system for the following conditions. Refer to the Fuel System section. Make sure the operation of the in-tank fuel pump before performing the following procedures. If the in-tank fuel pump does not work, refer to DTC P1099 (Symptom Code 5 & 6). 1. Disconnect the fuel hose that connects to the fuel supply pump suction side. In order to measure the discharged fuel amount, put the hose into a bottle or a container with a scale. (The inlet of a bottle or a container must be larger than the diameter of hose.) 2. Turn ON the ignition for 15 seconds, with the engine OFF. 3. Turn OFF the ignition for 10 seconds. 4. Repeat 2 and 3 twice. 5. Measure the total amount of the discharged fuel. The three cycle totals must be more than 300cc. (Normal amount from the disconnected hose is more than 100cc per one ignition cycle.) Notice: If there is a leak on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently and fuel leakage may occur. Also if there is a restriction on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently that is most likely caused by clogged fuel filter or kinked fuel hose or pipe. • Inspect the fuel supply pump operation. Notice: The fuel supply pump must be timed to the engine. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF.

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Action Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at any positions. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor. • Use the Tech 2 to observe the Swirl Control Solenoid. Inspect the diaphragm valve operation when it commanded ON or OFF. If the diaphragm valve operation does not properly, inspect the vacuum hose or valve. Replace the intake manifold if there is a sticking feel when a hand or a substitute vacuum pump moves the diaphragm valve.

Additional Checks

• Inspect the generator output voltage. Repair if less than 9 volts or more than 16 volts. • Inspect the EGR system. Refer to the EGR Control in this section. • Inspect the A/C operation. • Inspect the torque converter clutch (TCC) operation.

Lack of Power, Sluggishness, Sponginess

Definition The engine delivers less than expected power. There is little or no increase in speed when partially applying.


Action • Diagnostic System Check - Engine Controls. • Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem. • Remove the air cleaner and check for dirt, or for air ducts being plugged or restricted. Replace as necessary. • Are the tire sizes changed? • Are excessively heavy loads being carried? • Inspect for clutch slip. • Inspect brake drag. • Inspect for a proper transmission shift pattern and down shift operation (A/T only). • Inspect the fuel quality (cetane index). • Inspect the engine oil level and quality. • Use the Tech 2 in order to make sure the Vehicle Speed parameter reading matches the vehicle speedometer. • Inspect the ECM grounds for being clean, tight, and in their proper locations. • Inspect the Tech 2 Data List in this section. • Inspect the programmed fuel injector ID code for each fuel injector. • Inspect the Service Bulletins for ECM software updates.

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Action Inspect the sensors for engine controls for the following conditions. Refer to the Tech 2 Data List in this section. • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Inspect the fuel temperature sensor. Use the Tech 2 to observe the Fuel Temperature parameter with the ignition on or engine run. If more than 85°C (185°F), check for skewed sensor or faulty in-tank fuel pump and one-way valve open stuck. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fully accelerate in Park or Neutral. The parameter should always be within the -3 - 3 MPa (-435 - 435 psi). • Use the Tech 2 to observe the Accelerator Pedal Position Accelerator Pedal Position. Accelerator Pedal Position parameter should change linearly from 0% to 100% according to the accelerator pedal operation.

Fuel System Checks

Inspect the fuel system for the following conditions. Refer to the Fuel System section. Make sure the operation of the in-tank fuel pump before performing the following procedures. If the in-tank fuel pump does not work, refer to DTC P1099 (Symptom Code 5 & 6). 1. Disconnect the fuel hose that connects to the fuel supply pump suction side. In order to measure the discharged fuel amount, put the hose into a bottle or a container with a scale. (The inlet of a bottle or a container must be larger than the diameter of hose.) 2. Turn ON the ignition for 15 seconds, with the engine OFF. 3. Turn OFF the ignition for 10 seconds. 4. Repeat 2 and 3 twice. 5. Measure the total amount of the discharged fuel. The three cycle totals must be more than 300cc. (Normal amount from the disconnected hose is more than 100cc per one ignition cycle.) Notice: If there is a leak on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently and fuel leakage may occur. Also if there is a restriction on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently that is most likely caused by clogged fuel filter or kinked fuel hose or pipe. • Inspect the fuel supply pump operation. Notice: The fuel supply pump must be timed to the engine. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF.

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Action Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction or leak in the intercooler. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at any positions. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor. • Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor wheel. Refer to turbocharger inspection in the Engine Mechanical section. • Inspect for turbocharger waste gate valve operation. Refer to waste gate valve inspection in the Engine Mechanical section. • Use the Tech 2 to observe the Swirl Control Solenoid. Inspect the diaphragm valve operation when it commanded ON or OFF. If the diaphragm valve operation does not properly, inspect the vacuum hose or valve. Replace the intake manifold if there is a sticking feel when a hand or a substitute vacuum pump moves the diaphragm valve.



Engine Mechanical Check

Inspect the engine mechanical for the following conditions. Engine Mechanical section.

Refer to the

• Inspect poor cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). • Improper mechanical timing (timing gear & chain) • Improper valve gap • Broken or weak valve springs • Worn camshaft lobes Additional Checks

• Inspect the generator output voltage. Repair if less than 9 volts or more than 16 volts. • Inspect the EGR system. Refer to the EGR Control in this section. • Inspect the engine overheat condition. Refer to the Engine Cooling section. • Inspect the A/C operation. • Inspect the torque converter clutch (TCC) operation (A/T only).

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Hesitation, Sag, Stumble


Definition The vehicle has a momentary lack of response when pushing down on the accelerator. The condition can occur at any vehicle speed. The condition is usually most severe when trying to make the vehicle move from a stop. If severe enough, the condition may cause the engine to stall. Action • Diagnostic System Check - Engine Controls. • Compare the vehicle with a similar unit. Ensure the vehicle has an actual problem. • Remove the air cleaner and check for dirt, or for air ducts being plugged or restricted. Replace as necessary. • Inspect for a proper transmission shift pattern and down shift operation. • Inspect the fuel quality (cetane index). • Inspect the engine oil level and quality. • Inspect the Tech 2 Data List in this section. • Inspect the programmed fuel injector ID code for each injector. • Inspect the Service Bulletins for ECM software updates.

Sensor Checks

Inspect the sensors for engine controls for the following conditions. Refer to the Tech 2 Data List in this section. • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fully accelerate in Park or Neutral. The parameter should always be within the -3 - 3 MPa (-435 - 435 psi). • Use the Tech 2 to observe the Accelerator Pedal Position Accelerator Pedal Position. Accelerator Pedal Position parameter should change linearly from 0% to 100% according to the accelerator pedal operation.

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Action Inspect the fuel system for the following conditions. Refer to the Fuel System section. Make sure the operation of the in-tank fuel pump before performing the following procedures. If the in-tank fuel pump does not work, refer to DTC P1099 (Symptom Code 5 & 6). 1. Disconnect the fuel hose that connects to the fuel supply pump suction side. In order to measure the discharged fuel amount, put the hose into a bottle or a container with a scale. (The inlet of a bottle or a container must be larger than the diameter of hose.) 2. Turn ON the ignition for 15 seconds, with the engine OFF. 3. Turn OFF the ignition for 10 seconds. 4. Repeat 2 and 3 twice. 5. Measure the total amount of the discharged fuel. The three cycle totals must be more than 300cc. (Normal amount from the disconnected hose is more than 100cc per one ignition cycle.) Notice: If there is a leak on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently and fuel leakage may occur. Also if there is a restriction on the suction side of the fuel system, the fuel from the disconnected hose will not flow out sufficiently that is most likely caused by clogged fuel filter or kinked fuel hose or pipe. • Inspect the fuel supply pump operation. Notice: The fuel supply pump must be timed to the engine. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF.


Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction or leak in the intercooler. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at any positions. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor. • Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor wheel. Refer to turbocharger inspection in the Engine Mechanical section. • Inspect for turbocharger waste gate valve operation. Refer to waste gate valve inspection in the Engine Mechanical section. • Use the Tech 2 to observe the Swirl Control Solenoid. Inspect the diaphragm valve operation when it commanded ON or OFF. If the diaphragm valve operation does not properly, inspect the vacuum hose or valve. Replace the intake manifold if there is a sticking feel when a hand or a substitute vacuum pump moves the diaphragm valve.



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Checks Engine Mechanical Check


Refer to the

• Inspect poor cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). • Improper mechanical timing (timing gear & chain) • Improper valve gap • Broken or weak valve springs • Worn camshaft lobes Additional Checks

• Inspect the generator output voltage. Repair if less than 9 volts or more than 16 volts. • Inspect the EGR system. Refer to the EGR Control in this section. • Inspect the A/C operation. • Inspect the torque converter clutch (TCC) operation.

Fuel Knock/Combustion Noise


Definition A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change with the throttle opening. Action

• Diagnostic System Check - Engine Controls. • Ensure the vehicle has an actual problem. • Inspect for smoke associated with the combustion noise. • Inspect the fuel quality (cetane index). • Inspect the Tech 2 Data List in this section. • Inspect the programmed fuel injector ID code for each injector. • Inspect the Service Bulletins for ECM software updates.

Sensor Checks

Inspect the sensors for engine controls for the following conditions: • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fully accelerate in Park or Neutral. The parameter should always be within the -3 - 3 MPa (-435 - 435 psi). • Inspect the crankshaft position (CKP) sensor and camshaft position (CMP) sensor signal. Use the Tech 2 to observe the Synchronization Mode for intermittent condition.

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Action • If excessive smoke is present, check for a stuck open fuel injector. Remove the each glow plug from the cylinder head and inspect the tip of the glow plugs for wet by fuel. Use the cylinder compression gauge. Proper compression is more than 1960 kPa (84 psi) and variation of each cylinder is less than 294 kPa (43 psi). If poor compression is observed, inspect the engine mechanical. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF. • Inspect the fuel injectors. Remove the injectors and visually inspect. • Perform the Multi Injection Stop test with the Tech 2. Replace the injectors if does not change engine noise when commanded Stop. Notice: Although it is in Multi Injection Stop state at the time of test start, once it pushes Stop, it will be in Jet state after 10 seconds. Then, if Stop is pushed, it will be in Stop state.

Engine Mechanical Checks


Refer to the

• Inspect poor cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). • Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons, etc. • Inspect for any excessive oil entering combustion chamber. Additional Checks

• Inspect the EGR system. Refer to the EGR Control in this section. • Inspect other possible cause that makes similar noise such as loosing component parts, bracket, mount and weak clutch pamper spring.

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Poor Fuel Economy

Definition Fuel economy, as measured by actual road tests and several tanks of fuel, is noticeably lower than expected. Also, the economy is noticeably lower than it was on this vehicle at one time, as previously shown by actual road tests.


Action • Remove the air cleaner and check for dirt, or for air ducts being plugged or restricted. Replace as necessary. • Inspect the driving habits of the owner. • Is the A/C ON full time, defroster mode ON? • Are the tires at the correct pressure? • Are the tire sizes changed? • Are excessively heavy loads being carried? • Is the acceleration too much, too often? • Inspect for clutch slip. • Inspect brake drag. • Inspect dive belt tension. • Inspect for a proper transmission shift pattern and down shift operation (A/T only). • Inspect the fuel quality (cetane index). • Inspect the engine oil level and quality. • Suggest to the owner to fill the fuel tank and recheck the fuel economy. • Suggest to the driver to read the Important Facts on Fuel Economy in the Owner Manual. • Inspect the odometer is correctly operated. • Inspect the programmed fuel injector ID code for each injector. • Inspect the Service Bulletins for ECM software updates.

Sensor Checks

Inspect the sensors for engine controls for the following conditions: • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON.

Fuel System Checks

Inspect the fuel system for the following conditions. Refer to the Fuel System section. • Inspect the fuel type and quality. • Check fuel leak.

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Checks Cooling System Checks

Action Inspect the cooling system for the following conditions. Refer to the Cooling System Section. • Inspect the engine coolant level. • Inspect the engine thermostat for always being open or for the wrong heat range. • Inspect the engine cooling fan for always being ON.


Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction or leak in the intercooler. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at any positions. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor.





Refer to the

• Inspect poor cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi).

Excessive Smoke (Black Smoke)


Definition Black smoke under load, idle or start up hot or cold. Action

• Ensure the vehicle has an actual problem. • Inspect the ECM grounds for being clean, tight, and in their proper locations. • Remove the air cleaner and check for dirt, or for air ducts being plugged or restricted. Replace as necessary. • Inspect the fuel quality (cetane index). • Inspect the engine oil level and quality. • Inspect the programmed fuel injector ID code for each injector. • Inspect the Service Bulletins for ECM software updates.

4JJ1-TC Engine-130


Action Inspect the sensors for engine controls for the following conditions. Refer to the Tech 2 Data List in this section. • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fully accelerate in Park or Neutral. The parameter should always be within the -3 - 3 MPa (-435 - 435 psi). • Use the Tech 2 to observe the Accelerator Pedal Position Accelerator Pedal Position. Accelerator Pedal Position indicating angle parameter should change linearly from 0% to 100% according to the accelerator pedal operation.

Fuel System Checks

Inspect the fuel system for the following conditions. Refer to the Fuel System section. • Inspect the fuel supply pump operation. Notice: The fuel supply pump must be timed to the engine. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF. • Inspect the fuel injectors. Remove the injectors and visually inspect.


Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction or leak in the intercooler. • Inspect for a restriction in turbocharger inlet duct. • Inspect the intake throttle valve is stuck at closed position. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor. • Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor wheel. Refer to turbocharger inspection in the Engine Mechanical section.



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Checks Engine Mechanical Check


Refer to the

• Inspect high cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). • Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons, etc. • Inspect for any excessive oil entering combustion chamber. • Improper mechanical timing (timing gear & chain) • Improper valve gap • Broken or weak valve springs • Worn camshaft lobes Additional Checks

• Inspect the EGR system. Refer to the EGR Control in this section. • Inspect the excessive blow-by gasses. • Inspect the Tech 2 Data List in this section.

Excessive Smoke (White Smoke)


Definition White smoke under load, idle or start up hot or cold. Action

• Ensure the vehicle has an actual problem. • Inspect the ECM grounds for being clean, tight, and in their proper locations. • Inspect the fuel quality (cetane index). • Inspect the programmed fuel injector ID code for each injector. • Inspect the Service Bulletins for ECM software updates.

Sensor Check

Inspect the sensors for engine controls for the following conditions: • Use the Tech 2 to compare the Coolant Temperature with the Intake Air Temperature (IAT) and Fuel Temperature (FT) on a cold engine condition. If the difference among temperature reading is more than 5°C (9°F) on a cold engine, check for a high resistance on low reference circuit and signal circuit or skewed sensor. Notice: The mass air flow (MAF) sensor is heated and as a result the IAT may indicate a higher than normal intake air temperature if the ignition switch is being ON. • Inspect the Fuel Rail Pressure Sensor. Use the Tech 2 to observe the parameter with the engine OFF. Fuel Rail Pressure Sensor parameter should be less than 1 volt after the ignition is cycled. If not, check for high resistance in the 5 volts reference circuit, low reference circuit, signal circuits or skewed sensor. • Use the Tech 2 to observe the Fuel Rail Pressure Difference at idle and fully accelerate in Park or Neutral. The parameter should always be within the -3 - 3 MPa (-435 - 435 psi). • Inspect the crankshaft position (CKP) sensor and camshaft position (CMP) sensor signal. Use the Tech 2 to observe the Synchronization Mode for intermittent condition.

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Action • Check for a stuck open fuel injector. Remove the each glow plug from the cylinder head and inspect the tip of the glow plugs for wet by fuel. Use the cylinder compression gauge. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). If poor compression is observed, inspect the engine mechanical. • Perform the Injector Balancing test with the Tech 2. Replace the appropriate injector that does not change the engine speed when commanded OFF. • Inspect the fuel injectors. Remove the injectors and visually inspect. • Perform the Injection Timing test with the Tech 2. If white smoke does not appear when command Increase or Decrease, Inspect the engine mechanical timing.


Inspect the air intake system for the following conditions. • Inspect the air cleaner and air intake ducts for a restriction, holes, or leaks. • Inspect for a restriction or leak in the intercooler. • Inspect for a restriction in turbocharger inlet duct. • Inspect for a restriction or leak in the intake manifold. • Inspect for a restriction or damage at mass air flow (MAF) sensor. • Inspect for a worn or damaged turbocharger turbine wheel, shaft or compressor wheel. Refer to turbocharger inspection in the Engine Mechanical section.



Refer to the

• Inspect poor cylinder compression. Proper compression is more than 1960 kPa (284 psi) and variation of each cylinder is less than 294 kPa (43 psi). • Inspect for incorrect basic engine parts such as camshaft, cylinder head, pistons, etc. • Improper mechanical timing (timing gear & chain) • Improper valve gap • Broken or weak valve springs • Worn camshaft lobes • Inspect for any excessive fuel entering combustion chamber. • Inspect for coolant entering the combustion chamber. Electrical System Checks

Inspect the engine electrical for the following conditions. Refer to the Engine Electrical section. • Inspect the glow plug control (preheating) system operation.

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ENGINE CONTROL SYSTEM CHECK SHEET

Inspectors Name

Customer’s Name

Model & Model Year

Driver’s Name

Chassis No.

Date Vehicle Brought In

Engine No.

License No.

Odometer Reading

□

Engine Does Not Run

Problem Symptoms

□ Hard Start □ Incorrect Idle

□

Poor Driveability

□ Engine Stall

□ Others

□ Engine does not crank

□ No initial combustion

□ Engine cranks slowly

□ Other (

Km/miles

□ No complete combustion )

□ □ □ □ □ □ □ □ □ □ □ □

Abnormal idling speed RPM) □ High idling speed ( Rough idling Other ( Hesitation, sag, stumble □ Surge, chuggles Lack of power, sluggishness, sponginess Other ( Soon after starting □ After accelerator pedal depressed During A/C operation □ After accelerator pedal released Other ( Black smoke □ White smoke Fuel knock, combustion noise Other (

□ □ □ □ □ □ □ □ □ □ □ □ □ □ □ □ □

Constant Other ( Fine Various/Other ( Hot (approx. Any temperature Highway Downhill Over (approx. Other (approx. Cold Other ( Starting Racing Deceleration Other ( Full

□ Low idling speed (

RPM) )

□ Cut out, misses ) □ Shifting from N to D ) □ Poor fuel economy )

Dates problem occurred Problem frequency

Condition When Problem Occurs

Weather Outside Temperature Place Load Condition Engine Temperature

Engine Operation Fuel Amount Fuel Bland

Other Additional Condition

times per

day/month)

□ Once only )

□ Cloudy

□ Rainy

□ Snow

□ Warm

□ Cool

□ Cold (approx.

□ City area □ Other ( □ No load

□ Uphill

□ After warming up

□ Any temperature

□ Just after starting ( □ Driving □ A/C switch On/Off

Min.) □ Constant speed

□ Idling □ Acceleration

□ Above 1/2

□ Below 1/2

□ Near empty

□ Remains On

□ Intermittently turns On

□ Does not turn On

Present Code

□ Nothing

□

P Code & Symptom Code No. (

)

History Code

□ Nothing

□

P Code & Symptom Code No. (

)

Condition of MIL

Diagnostic Trouble Code (DTC) or Flash Code

□ Intermittently (

) )

□ Suburbs □ Rough road tons) tons) □ Warming up

)

)

)

)

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ELECTRICAL WIRING DIAGRAM POWER DISTRIBUTION (1 of 2)

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POWER DISTRIBUTION (2 of 2)

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STARTING & CHARGING SYSTEM

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ECM POWER

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ECM GROUND

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GAUGES & WARNING LAMPS

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A/C CONTROL, GLOW CONTROL & NEUTRAL SWITCH

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RELAY, FUSE & SLOW BLOW FUSE LOCATION (ENGINE ROOM) X1. Front Fog Light X2. Tail Light X3. Horn X4. Dimmer X5. Glow X6. Head Light X8. Starter X9. Condenser Fan X10. Starter Cut X-11. Heater X-12. ECM Main X-13. Fuel Pump X-14. A/C Compressor X-15. Thermo EB-1. ACG (10A) EB-2. ECM (B) (10A) EB-3. Fuel Pump (10A) EB-4. Fog Light (15A) EB-5. Condenser Fan (20A) EB-6. Engine (10A) EB-7. Head Light-RH (10A) EB-8. Head Light LH (10A) EB-9. Illumi (10A) EB-10. Tail Light (10A) EB-11. Head Light-RH (20A) (HID) EB-12. Head Light-LH (20A) (HID) EB-13. A/C (10A) EB-14. 4WD (10A) EB-15. Horn (10A) EB-16. Hazard (10A) SBF-1. Main (100A) (TF) Main (120A) (UC) SBF-2. ABS-1 (40A) SBF-3. ABS-2 (30A) SBF-4. ECM (40A) SBF-5. IGN B1 (40A) SBF-6. Blower (30A) SBF-7. Rear Cooler (30A) SBF-8. Glow (60A) SBF-9. IGN B2 (50A) (TF) IGN B2 (60A) (UC)

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FUSE LOCATION (CABIN) C-1. Starter (10A) C-2. Rear Wiper (10A) C-3. Elec. IG (10A) C-4. Turn (10A) C-5. Front Wiper (20A) C-6. Engine (10A) C-7. Back Up (15A) C-8. SRS (10A) C-9. TCM (10A) C-10. Meter (10A) C-11. Audio (10A) C-12. Cigar/ACC Socket (20A) C-13. Audio (+B) (15A) C-14. ABS/4WD (10A) C-15. Stop (15A) C-17. Room (10A) C-18. Rear Defogger (20A) C-19. Meter (+B) (10A) C-20. Power Window (30A) C-21. Door Lock (20A) C-22. Rear Fog (10A)

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GROUND LOCATION

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REPAIR INSTRUCTIONS ENGINE CONTROL MODULE (ECM) REPLACEMENT/ FUEL INJECTOR ID CODE & IMMOBILIZER PROGRAMMING If the ECM is to be replaced the following programmed contents MUST be programmed into the new ECM. Fuel Injector ID Code Data (24, 0-9 or A-F characters for each fuel injector) Immobilizer (if so equipped)

Uploading the Fuel Injector ID Code Data from the ECM Important: Only perform this procedure if the ECM is being replaced. The current fuel injector ID code data can be determined with the Tech 2. If the ECM does not communicate with the Tech 2, go to the next procedure. 1. Install the Tech 2. 2. Turn ON the ignition, with the engine OFF. 3. Select F0: Diagnostics then press Enter. 4. Select the appropriate vehicle identification. 5. Select F0: Powertrain then press Enter. 6. Select the appropriate engine model. 7. Select F4: Programming then press Enter. 8. Select F0: Injector ID Code then press Enter. 9. Select F2: Upload ID Code then press Enter. 10. After complete the upload, turn OFF the Tech 2. 11. Turn OFF the ignition. Retrieving the Fuel Injector ID Code Data with a Non-communicating ECM Important: Only perform following procedure if the ECM is being replaced and the Tech 2 does not communicate. The current fuel injector ID code data can not be determined with the Tech 2, the fuel injector numbers must be recorded from the factory affixed label on the cylinder head cover or each fuel injector connector housing. Recording from the label on cylinder head cover; Important: Only perform this procedure if the fuel injectors are not being replaced in the past. 1. Record all numbers of each cylinder on the label. 1. 2. 3. 4. 5. 6.

Cylinder Number 1 Fuel Injector ID Code Cylinder Number 2 Fuel Injector ID Code Cylinder Number 3 Fuel Injector ID Code Cylinder Number 4 Fuel Injector ID Code Injector ID Code Label Cylinder Head Cover

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Recording from the each injector housing; 1. Remove the each fuel injector harness connector. 2. Record all numbers (24 figures) of each fuel injector connector housing. 1. Fuel Injector ID Code 2. Fuel Injector

Removal Procedure 1. Disconnect the negative battery cable. 2. Disconnect the ECM harness connector. 3. Loosen the ECM bracket (2) nuts. 4. Remove the ECM bracket (2) from ECM bracket (3). 5. Loosen the ECM fixing bolts. 6. Remove the ECM (1) from ECM bracket (2). Installation Procedure 1. Install the ECM (1) in ECM bracket (2). 2. Tighten the ECM fixing bolts. 3. Install the ECM bracket (2) from ECM bracket (3). 4. Tighten the ECM bracket (2) nuts. 5. Connect the ECM harness connector. Downloading/Updating Data into the ECM

the

Software/Calibration

Important: If the ECM is to be replaced to a service blank-ECM, appropriate software MUST be programmed into the new ECM before reprogramming the Fuel Injector ID Code Data and Immobilizer. The procedure to program the ECM by using the Service Programming System (SPS) software contained in TIS2000 is explained below. Before Programming the ECM Important: DO NOT program the ECM unless you are directed by a service procedure or you are directed by a service bulletin. Programming the ECM at any other time will not permanently correct a customers concern. Ensure the following conditions are met before programming the ECM. • The Tech 2 PCMCIA card is programmed with the latest software release. • The latest release of TIS2000 is located on the PC. • The hardware key is plugged into the port. • Vehicle system voltage

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-

• • • •

•

•

There is no charging system concern. All charging system concerns must be repaired before programming the ECM. - Battery voltage is greater the 12volts but less than 16 volts. The battery must be charged before programming the ECM if the battery voltage is low. - A battery charger is NOT connected to the vehicle’s battery. Incorrect system voltage or voltage fluctuations from a battery charger may cause programming failure or ECM damage. - Turn OFF or disable and system that may put a load on the vehicle’s battery. Headlights Room lights Accessory equipment The ignition switch is in the proper position. The Tech 2 prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. All tool connections are secure. - RS-232 - The connection at the data link connector (DLC) is secure. - Voltage supply circuit DO NOT disturb the tool harness while programming. If an interruption occurs during the programming procedure, programming failure or ECM damage may occur.

Start-up of TIS2000 1. Click the “Service Programming System” in the main screen. 2. In the “Select Diagnostic Tool and Programming Process”, select the following. • Diagnostic tool “Tech 2”. • If you replace the ECM, “Replace and Program ECU” • If you need to update the ECM, “Reprogram ECU”. • ECU location on the “Vehicle”. 3. TIS2000 instructs user to obtain the vehicle information.

Data Obtaining 1. Install Tech 2 to the vehicle and start-up the Tech 2. 2. In the Main Menu, select F1: Service Programming System (SPS)

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3. Select F0: Request Info. If there is already stored in the Tech 2, the existing data come on display. The Tech 2 asks the user to keep this data “Keep Data” or to request new vehicle information from the control unit “Continue”. If there is no data in the Tech 2, it will immediately start vehicle identification 4. If “Continue” is selected or no data in the Tech 2, vehicle identifications are requested by the Tech 2. User has to select “Model Year” and “Vehicle Type”. These vehicle data are determined by reading of stamped VIN or affixed VIN plate on the vehicle. After that, push buttons and turn the ignition OFF or ON according to the Tech 2 instruction. 5. During obtaining information, the Tech 2 is receiving information from the control unit ECM and TCM at the same time. The vehicle fitted with automatic transmission, received TCM information is not displayed on the Tech 2 screen. If the data could not received from the control unit, error message will be displayed on the Tech 2. In this case, control unit malfunction or communication line malfunction is considered. 6. Press exit switch on the Tech 2, turn OFF the ignition switch and power OFF the Tech 2. Remove the Tech 2 from the vehicle.

Data Transfer 1. Connect the RS-232 cable to the Tech 2 and PC. Connect the AC adapter to the Tech 2. Turn on the Tech 2 and keep the start screen. 2. In the TIS200, click the “Next”. 3. Verify the displayed VIN matches the vehicle VIN. If the ECM is replaced to new one, VIN does not displayed. User has to input correct VIN reading from stamped VIN or affixed VIN plate on the vehicle. If the ECM is applied from another vehicle, user also has to input correct VIN by same way. Click the “Next”, if VIN is OK. 4. In the “Select System”, select the “Engine” if requested. Then, click the “Next”.

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5. When a lack of data is asked in the “Validate Vehicle Data”, enter the correct information accordingly. • Model • Model Year • Engine Type • Model Designator • Destination Code

6. Destination code can be read from the service ID plate affixed in the engine compartment. The destination code is described at the right-hand edge of Body Type line.

7. In the “Summary”, confirm the selected software. If OK, click the “Reporg”. 8. Software file is downloading into the Tech 2 in the “Transfer Data” screen. 9. After transfer is completed, “Program Controller” will display. Then, close the SPS application to return to the TIS2000 main screen. Turn OFF the Tech 2 and disconnect RS-232 cable and AC adapter from the Tech 2.

Programming Control Unit Important: Data link connector between the Tech 2 and vehicle harness connector is slightly locked. Do not remove the data link cable. Programming control module may fail due to communication broken. 1. Install Tech 2 to the vehicle and start-up the Tech 2. 2. In the main menu, select F1: Service Programming System (SPS)

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3. Select F1: Program ECU. Turn OFF all power consuming devises, e.g. headlights, room lights or accessory equipment. And turn ON the ignition. Then, press “Okay” key. 4. While the calibration file is being downloaded, “Programming in Process” will be displayed and this status can be found as graph. Important: The vehicle fitted with automatic transmission, “CHECK TRANS” lamp will blink. This is normal. After complete the download, clear the DTC in the TCM. 5. When the download is completed, “Programming Was Successful” will displayed. And, press “Continue”. Important: If the programming process is not succeeded, low battery voltage or poor harness connector connection(s) should be primary suspects. Perform the programming again. Usually, programming ECM can be recovered correctly. 6. To confirm the downloaded calibration file, select F0: Request Info. “Existing ECU Data” must be in agreement with “Summary” data in the TIS2000. Press exit switch on the Tech 2, turn OFF the ignition switch.

Fuel Injector ID Code Data Programming Procedure Important: Only perform this procedure if the fuel injector ID code data can be uploaded with the Tech 2. If the ECM can not be uploaded with the Tech 2, go to the next procedure. 1. Install the Tech 2. 2. Turn ON the ignition, with the engine OFF. 3. Select F0: Diagnostics then press Enter. 4. Select the appropriate vehicle identification. 5. Select F0: Powertrain then press Enter. 6. Select the appropriate engine model. 7. Select F4: Programming then press Enter. 8. Select F0: Injector ID Code then press Enter.

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9. Select F3: Download ID then press Enter. 10.After complete the download, turn OFF the ignition for 30 second. 11.Turn ON the ignition. 12.Select F0: Injector ID Code then press Enter. At this point, all downloaded fuel injector ID code data can be verified. Compare the ID code values downloaded into the ECM and each fuel injector. 13.Start the engine and let idle.

Important: In order to make the fuel supply pump characteristic learn into the replaced ECM, let the engine idle until warm-up. If the fuel system DTC’s stored in the meantime, once clear DTC and warm-up the engine again. 14.Inspect for a proper engine running condition and for no DTC’s. Refer to the Diagnostic System CheckEngine Controls if needed. Important: If the current injector ID code data can not be uploaded with the Tech 2, the recorded all numbers must be entered into the Tech 2. 1. Install the Tech 2. 2. Turn ON the ignition, with the engine OFF. 3. Select F0: Diagnostics then press Enter. 4. Select the appropriate vehicle identification. 5. Select F0: Powertrain then press Enter. 6. Select the appropriate engine model. 7. Select F4: Programming then press Enter. 8. Select F0: Injector ID Code then press Enter. 9. Select F1: ID Code Registration then press Enter. 10.Select the cylinder 1 to 4 and press Change. Input 22 figures. Then, input in order from the upper sequence to the lower sequence from the left end to the right end, if the ID codes are recorded from injector housing. Important: The number of places required for input is 22 figures except last 2 figures. 11.After complete the registration, turn OFF the ignition for 30 second. 12.Turn ON the ignition. 13.Select F0: Injector ID Code then press Enter. At this point, all registered fuel injector ID code data can be verified. Compare the ID code values registered into the ECM and each fuel injector including the last 2 figures. 14.Start the engine and let idle. Important: In order to make the fuel supply pump characteristic learn into the replaced ECM, let the engine idle until warm-up. If the fuel system DTC’s stored in the meantime, once clear DTC and warm-up the engine again. 15.Inspect for a proper engine running condition and for no DTC’s. Refer to the Diagnostic System CheckEngine Controls if needed.

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FUEL INJECTOR REPLACEMENT/ FUEL INJECTOR ID CODE PROGRAMMING Removal Procedure 1. Remove the cylinder head cover. Refer to engine mechanical section. 2. Remove the attachment bolt of engine oil gauge guide tube. 3. Loosen the injection nozzle clamp fixing bolts and remove the injection nozzle. 4. Mark each injection nozzle with the number of the cylinder from which it was removed. Store the injection nozzle in a safe place. Position the injection nozzle so that the nozzle is protected. Installation Procedure 1. Install the injection nozzle clamps (3). 2. Apply engine oil to the threads and seating surfaces of the clamp bolts (2). 3. Install the injection nozzle clamps to the cylinder head. 4. Temporarily tighten the clamp bolts. 5. Apply a thin coat of engine oil to the outer surface of the injection nozzle side sleeve nuts. 6. Install the injection nozzle pipes to the position shown in the illustration. 7. Use a spanner to carefully the sleeve nuts until the injection nozzle pipes contact the injection nozzle and fuel rail.

8. Tighten the injection nozzle pipe clips (2) to the specified torque. Tightening torque: 8 N⋅m (0.8 kg⋅m / 69 lb in)

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9. Tighten the injection pipe sleeve nuts (2) to the specified torque. Tightening torque: 30 N⋅m (3.1 kg⋅m / 22 lb ft) 10. Tighten the clamp bolts to the specified torque. Tightening torque: 26 N⋅m (2.7 kg⋅m / 20 lb ft) 11. Tighten the engine oil level gauge guide tube. Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft) 12. Install the cylinder head cover. Refer to engine mechanical section.

Recording the Fuel Injector ID Code Data from the each injector housing 1. Remove the each fuel injector harness connector. 2. Record all numbers (24 figures) of each fuel injector connector housing. 1.Fuel Injector ID Code 2. Fuel Injector

Fuel Injector ID Code Data Programming Procedure 1. Install the Tech 2. 2. Turn ON the ignition, with the engine OFF. 3. Select F0: Diagnostics then press Enter. 4. Select the appropriate vehicle identification. 5. Select F0: Powertrain then press Enter. 6. Select the appropriate engine model. 7. Select F4: Programming then press Enter. 8. Select F0: Injector ID Code then press Enter. 9. Select F1: ID Code Registration then press Enter. 10.Select replaced cylinder and press Change. Input 22 figures. Then, input in order from the upper sequence to the lower sequence from the left end to the right end. Important: The number of places required for input is 22 figures except last 2 figures. 11. After complete the registration, turn OFF the ignition for 30 second. 12. Turn ON the ignition. 13. Select F0: Injector ID Code then press Enter. At this point, all registered fuel injector ID code data can be verified. Compare the ID code values registered into the ECM with the replaced each fuel injector including the last 2 figures. 14. Start the engine and let idle. Inspect for a proper engine running condition and for no DTC’s. Refer to the Diagnostic System Check-Engine Controls if needed.

4JJ1-TC Engine-153

FUEL SUPPLY PUMP REPLACEMENT Removal Procedure 1. Partially drain the engine coolant. Refer to engine cooling section. 2. Remove the radiator upper hose. 1. Remove the fan guide. 4. Remove the cooling fan. 5. Remove the A/C compressor drive belt. 6. Remove the A/C compressor adjust pulley. 7. Remove the battery. 8. Disconnect the A/C compressor. 9. Remove the A/C compressor bracket. 10. Remove the starter motor. Refer to engine electrical section. 11. Remove the fuel hose (1) connected to the fuel supply pump and fuel rail. 12. Remove the leak off pipe with hose (2) connected to the fuel supply pump and fuel rail. 13. Remove the fuel feed pipe (3) connected to the fuel supply pump and fuel rail.

14. Disconnect the fuel rail pressure sensor harness. 15. Disconnect the injection pipe sleeve nuts (1).

16. Disconnect the vacuum pipe (3) and swirl control solenoid valve (4) from the fuel rail bracket (2). 17. Remove the fuel rail (1) and fuel rail bracket (2). 18. Remove the cylinder head cover. Refer to engine mechanical section. 19. Disconnect the connector of supply pump. 20. Remove the noise cover.

4JJ1-TC Engine-154

21. Remove the timing chain cover upper (1) and lower (2)

22. Align the No. 1 cylinder at top dead center (TDC). Three slit marks should align.

23. Temporary loose the sprocket nut (1).

4JJ1-TC Engine-155

24. Remove the timing chain tensioner (1) (2) (3).

25. Remove the timing chain tension lever pivot (1). 26. Remove the nut (3) and sprocket (2).

27. Timing chain in moved upwards.

28. Paint the alignment mark between idle gear A and supply pump gear.

4JJ1-TC Engine-156

29. Use a gear puller to remove the fuel supply pump gear.

30. Remove the fuel supply pump (1) and supply pump bracket (2).

31. Remove the fuel supply pump (2) and O-ring (1). Do not pull on the fuel supply pump high pressure pipe (3). Do not use the pipe as a handle to carry the pump.

Installation Procedure 1. Install the O-ring to the fuel supply pump. 2. Install the fuel supply pump (1). 3. Install the fuel supply pump bracket (2). Temporary tighten with the bolts and nuts gear on the case side. Temporary tighten with the bolts on the cylinder body side. Fully tighten the bolts and nuts on the gear case side. Fully tighten the bolts on the cylinder body side.

4JJ1-TC Engine-157

4. Confirm that the fuel supply pump camshaft key is turned to the right and is horizontal.

5. Install the fuel supply pump gear and sprocket followed by the timing gear chain and nut. Handtighten the nut. 1. 2. 3. 4.

Timing Chain Timing Mark Blue Mark Yellow Mark

6. Install the timing chain tension lever pivot. Tighten the bolt to the specified torque. Tightening torque: 27 N⋅m (2.8 kg⋅m / 20 lb ft) It confirms that a tension lever moves smoothly.

4JJ1-TC Engine-158

7. Hold the cam (3) down. Insert the plunger (2). Hook the pin to hold the plunger in place. 1. 2. 3. 4. 5.

Pin Plunger Cam Body Hook

8. Install the timing chain tensioner (1). Tighten the bolt to the specified torque. Tightening torque: 10 N⋅m (1.0 kg⋅m / 87 lb in)

9. Timing chain is pushed lightly. Check the hook of the chain tensioner is released.

10. Tighten the sprocket nut. Tighten the nut to the specified torque. Tightening torque: 130 N⋅m (13.3 kg⋅m / 96 lb ft)

4JJ1-TC Engine-159

11. Turn the crank pulley two rotations (720°CA). Three slit marks should align. 12. Install the cylinder head cover. Refer to engine mechanical section.

13. Apply liquid gasket (ThreeBond TB-1207C or equivalent) to timing chain cover upper. Attach cover within 5 minutes after the application of gasket. 14. Install the timing chain cover upper (1). Tighten the bolts (2) to the specified torque. Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft)

15. Apply liquid gasket (ThreeBond TB-1207C or equivalent) to timing chain cover lower. Attach cover within 5 minutes after the application of gasket. 16. Install the timing chain cover lower (1). Tighten the bolts (2) and nuts (3) to the specified torque. Tightening torque: 10 N⋅m (1.0 kg⋅m / 87 lb in) 17. Install the noise cover. Tighten the bolts to the specified torque. Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft) 18. Install the connector of the fuel supply pump.

4JJ1-TC Engine-160

19. Tighten the fuel rail bracket and fuel rail to the specified torque. Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft) (Upper Side) Tightening torque: 20 N⋅m (2.0 kg⋅m / 14 lb ft) (Lower Side) 20. Tighten the vacuum pipe (3) to the specified torque. Tightening torque: 20 N⋅m (2.0 kg⋅m / 14 lb ft) 21. Tighten the swirl control solenoid valve (4) to the fuel rail bracket (2) to the specified torque. Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft) 22. Tighten the fuel pipe sleeve nuts to the specified torque. Tightening torque: 30 N⋅m (3.1 kg⋅m / 22 lb ft) 23. Connect the fuel rail pressure sensor harness connector. 24. Install the fuel pipe (3) to the specified torque. Tightening torque: 44 N⋅m (4.5 kg⋅m / 33 lb ft) 25. Tighten the fuel leak off pipe eye bolts (2) to the specified torque. Tightening torque: 10 N⋅m (1.0 kg⋅m / 87 lb ft) 26. Connect the fuel hoses (1). 27. Install the starter motor. Refer to engine electrical section. 28. Install the A/C compressor bracket to the specified torque. Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft) 29. Install the A/C compressor to the specified torque. Tightening torque: 44 N⋅m (4.5 kg⋅m / 33 lb ft) 30. Install the battery. 31. Install the A/C compressor drive belt adjust pulley. Tightening torque: 25 N⋅m (2.5 kg⋅m / 18 lb ft) (Bolt) Tightening torque: 41 N⋅m (4.2 kg⋅m / 30 lb ft) (Nut) 32. Install the A/C compressor drive belt. Refer to Heating and air conditioning section. 33. Install the cooling fan. 34. Install the cooling fan guide. 35. Install the radiator upper hose. 36. Replenish the engine coolant. 37. Start the engine and let idle. Important: In order to make the fuel supply pump characteristic learn into the ECM, let the engine idle until warm-up. If the fuel systems DTC’s stored in meantime, once clear DTC and warm-up the engine again.

4JJ1-TC Engine-161

SERVICE SPECIAL TOOL (SST) SST Illustration

SST Usage

SST Name

SST Parts Number

Valve Clearance Adjust Nut Wrench

5-8840-2822-0

Compression Gage & Gage Adapter

5-8840-2675-0 & 5-8840-2815-0

Engine Hanger

5-8840-2823-0

4JJ1-TC Engine-162 SST Illustration

SST Usage

SST Name

SST Parts Number

Camshaft Gear Tool

5-8840-2591-0

Valve Spring Replacer & Pivot Assembly

5-8840-2818-0 & 5-8840-2819-0

Valve Stem Seal Installer

5-8840-2817-0

Injection Pipe Oil Seal Installer

5-8840-2820-0

Valve Guide Remover and Installer

5-8840-2816-0

Angle Gauge

5-8840-0266-0


SST Usage

SST Name

SST Parts Number

Piston ring compressor

5-8840-9018-0

Pilot Bearing Remover & Sliding Hammer

5-8840-2000-0 & 5-8840-0019-0

Pilot Bearing Installer

5-8522-0024-0

Crankshaft Stopper

5-8840-0214-0

Oil Seal Installer

5-8840-2821-0


SST Usage

SST Name

SST Parts Number

Oil Seal Installer

5-8840-2360-0

Oil Filter Wrench

5-8840-0203-0

Cap Tester & Adapter

5-8840-0277-0 & 5-8840-2603-0

Fuel Pump Retainer Ring Remover

5-8840-2602-0

Connector Test Adapter Kit

5-8840-0385-0

Digital Multimeter

5-8840-0285-0


SST Usage

SST Name

Tech 2 Kit

Breaker Box

Adapter Harness

SST Parts Number

Issued by

ISUZU MOTORS LIMITED SERVICE MARKETING DEPARTMENT Tokyo, Japan COPYRIGHT-ISUZU MOTORS LIMITED SBT-TM-4JJ1ME-2-04 (Version 1) September 2004 THE RIGHT IS RESERVED TO MAKE CHANGES AT ANY TIME WITHOUT NOTICE.

Motor 4jj1-Tc Nkr 85

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